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777 Sec. Intro TOC-1
Flight Manual Continental Rev. H/Ol/02 #9
INTRODUCTION
TABLE OF CONTENTS
AUTHORIZATION PAGE 1
FLIGHT DECK DATA 2
INTRODUCTION 3
GENERAL 3
CRM 3
Crew Effectiveness Markers 4
CHECKLISTS 6
USE OF CHECKLISTS 6
Normal Checklists 6
Non-Normal Checklists 10
CHECKLIST FORMATTING 14
General 14
Challenge and Response 14
Conditional (IF) Statements 15
OR Arrows 15
Continue Checklist At ... Statements 16
Phase Lines 16
Cross Referencing 17
Continued Checklists 17
Notes, Cautions, and Warnings 17
Action Specific Words 17
Crewmember Duties 18
End-of-Procedure Asterisks 18
SECTION OVERVIEW & PROCEDURES 19
SECTION 1 - LIMITATIONS 19
SECTION 2 - NON-NORMALS 19
Cockpit Voice Recorder 20
Enhanced Ground Proximity Warning System 20
SECTION 3 - NORMAL PROCEDURES 20
SECTION 3-1 - ETOPS/LRN 20
MINIMUM EQUIPMENT LIST / CONFIGURATION
DEVIATION LIST 21
SECTION 5 - PERFORMANCE 21
REQUEST FOR FEEDBACK 22
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777 Sec. Intro Page 1
Flight Manual Continental Rev. H/Ol/02 #9
AUTHORIZATION PAGE
This Continental Airlines Flight Manual contains all the approved Airplane
Flight Manual (AFM) operating procedures and performance data as revised
and/or modified, and includes any appropriate data or information from
revisions dated or numbered:
777-224 Revision #17 Dated 08/09/02
This manual meets or exceeds all requirements of the 777-224 approved
Airplane Flight Manual in accordance with FA.R. 121.141.
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Rev. 11/01/02 #9 Continental Flight Manual
FLIGHT DECK DATA
The items listed below are provided on the flight deck for flight crew
convenience. In the event a listed document is temporarily missing or unusable,
operations may be continued using the source material from the applicable
Flight, Operations, or Planning & Performance Manual. Missing or out of date
documents should be replaced at a station where replacements are available.
B777-224
ITEM
FORM NO.
DATE
B777:
AMT Taxi Checklist
47.0077
06/30/00
AMT Towing Checklist
47.0090
06/30/00
Data Link Communications Guide
24.6200
11/01/02
ECL Airline Database
3167-BFT-002-52
11/01/02
ETOPS/LRN Briefing Guide
24.6104
11/01/02
Non-Precision Approach Briefing Guide
24.3021
11/01/02
Normal Checklist
24.6102
11/01/02
Precision Monitored Approach Briefing
24.6100
11/01/02
Guide
Conversion Tables
24.3020
11/01/01
Emergency Response Guide
ERG / Redbook
2001/2002
Jumpseat Rider Briefing Card
21.0020
07/01/94
Onboard Security Incident & Medlink
21.9016
01/01/02
Procedures Card
Note : The Emergency Response Guide (ERG) or copies of the appropriate
pages must be on board whenever hazardous materials are transported.
777 Sec. Intro Page 3
Flight Manual Continental Rev. H/Ol/02 #9
INTRODUCTION
GENERAL
The purpose of this manual is to provide Continental Airlines flight crews with
a document which serves both as a training aid and as an inflight tool for
handling normal and non-normal situations.
Included in this introduction is an overview of the organization and procedures
of Sections 1 through 5 and a detailed discussion of the standard formatting
devices used in developing all normal and non-normal checklists.
Flight crews are expected to be familiar with these formatting devices and to be
prepared to operate under these guidelines on the line and during simulator
training.
CRM
Effective Crew Resource Management (CRM) can substantially improve safety
in line operations. Technical proficiency, knowledge of aircraft systems and
adherence to standard operating procedures continue as the foundation of
aviation safety. Effective CRM should also help a crew achieve safe conclusion
of the flight when non-normals or other problems occur. Continental Airlines is
committed to fostering a high level of CRM skills. The practice of effective
CRM is expected behavior among all crewmembers.
Pilots should routinely utilize effective CRM skills as discussed during the
Thrust & Error Management (TEM) workshops. All crewmembers are
expected to build strong CRM skills, so that each pilot can contribute fully
during both normal and non-normal line operations. Industry studies have
shown that most airline mishaps were attributable to poor CRM. Failure to
follow standard operating procedures, failure of non- flying pilots to monitor the
flying pilot, and unchallenged tactical decision errors by the Captain were the
leading causes identified. Effective CRM would have broken the chain of
events leading to an accident in the majority of mishaps studied.
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Crew Effectiveness Markers
The following Crew Effectiveness Markers were developed to assist
crewmembers in their understanding and practice of Crew Resource
Management. The markers were structured in a checklist format for ease of use
and recall. Crewmembers should use the markers as a checklist for decision
making and as a guide for crew briefings. They should be reviewed periodically
to improve CRM proficiency, just as emergency and non-normal checklists are
revisited from time to time. CRM will be evaluated in training events,
proficiency check, and line check utilizing the Crew Effectiveness Markers.
The Crew Effectiveness Markers can also serve as a debriefing tool after a line
flight or training event. A debrief should always be conducted after a flight
which challenged a crew in some manner. Potential exists for valuable new
learning if a crew conducts a frank yet positive self-evaluation following
significant flight events. Debriefings should be conducted by the Captain, but
may be initiated by anyone in the crew. Frequent, open communications and
active listening are consistently identified as key characteristics of the most
effective flight crews.
Overall Technical Proficiency
• Set a professional example.
• Adhere to SOP, FAR's, sterile cockpit, etc.
• Demonstrate high level of flying skills.
• Be adept at normal and non-normal procedures.
• Maintain thorough systems knowledge.
Briefing and Communication
• Set an open tone.
• Fully brief operational / safety issues.
• Explicitly encourage participation.
• All are obligated to seek and give information.
• State how SOP deviations will be handled.
• Include cabin crew.
Leadership and Teamwork
• Balance authority and assertiveness.
• Promote continual dialogue.
• Adapt to the personalities of others.
• Use all available resources.
• Must share doubts with others.
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Flight Manual Continental Rev. H/Ol/02 #9
Situational Awareness
• Monitor developments (fuel, weather, ATC, etc.).
• Anticipate required actions.
• Ask the right questions.
• Test assumptions, confirm understanding.
• Monitor workload distribution and fellow crewmembers.
• Report fatigue, stress, and overload in self and others.
Decision Making
• Fly the aircraft.
• Obtain all pertinent information.
• All crewmembers state recommendations.
• Better idea suggested? Abandon yours.
• Clearly state plan or intentions.
• Establish Bottom Lines.
• Resolve conflicts and doubts quickly.
Crew Self-Evaluation
• Debrief key events.
• Continuously provide information to self-correct.
• Openly discuss successes and mistakes.
• Ask, "How could we have done better?".
• Discuss what is right, not who is right.
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CHECKLISTS
USE OF CHECKLISTS
Normal Checklists
Checklist Initiation
There are three ways to initiate a checklist. The proper method is "Called For,"
the backup method is "Prompted," and the method of the last resort is "Self
Initiated."
"Called For" checklist initiation is the checklist habit pattern with the highest
reliability. The Captain/PF initiates the checklist at the appropriate time . This
manner ensures both crewmembers are aware that the checklist is in progress
and specific actions are required.
"Prompted" checklist initiation is used as a backup "second line of defense" to
ensure a checklist is accomplished. The pilot (who will accomplish the
checklist) reminds the Captain/PF (who was supposed to call for the checklist)
that the checklist needs to be accomplished. The Captain/PF, after being
prompted, should then call for the checklist. Although it is not desirable,
"Prompted" checklist initiation is an acceptable way to manage errors and
recover total crew participation. A prompt (by the pilot who will accomplish
the checklist) is required if a checklist has not been called for by the time a
flight arrives at a certain point or time. This certain point or time is a bottom
line for prompting a checklist. The following table lists the bottom lines for
prompting all normal checklists.
777 Sec. Intro Page 7
Flight Manual Continental Rev. H/Ol/02 #9
PROPER "CALLED FOR"
CHECKLIST INITIATION
ACCOMPLISHED
BY:
BOTTOM LINE FOR PROMPTING
RECEIVING AIRCRAFT
F/O
When Agent asks "Are you ready?"
Called for by Capt when
checks are done and there are
nn rli^trartinn*?
BEFORE START
Called for by Capt when main
cabin door is closed, all
passengers are seated, carry-
on luggage properly stowed,
and airrraft mnvpmpnt i 6 ;
CM IV-I ull Ol L 1 1 IUVCI 1 ICI 11 IO
imminent.
F/O
RpaHu fnr ni i^hhark frnm mmn (nr
I \oauy iui uuol iiuim ichiiij iui
engine start if no pushback).
AFTER START
F/O
Prior to brake release for taxi.
Called for by Capt after the
engine(s) have reached a
stabilized idle and the headset
operator has been cleared to
disconnect.
BEFORE TAKEOFF
F/O
Crossing the hold short line.
Called for by Capt when
cleared on to the active runway.
AFTER TAKEOFF
PM
10,000 feet MSL.
Called for by PF after flaps up
callout.
IN RANGE
PM
10,000 feet MSL.
Called for by PF at
approximately 18,000 feet
MSL.
APPROACH
PM
Cleared for the approach.
Called for by PF in the
approach environment.
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PROPER "CALLED FOR"
CHECKLIST INITIATION
ACCOMPLISHED
BY:
BOTTOM LINE FOR PROMPTING
LANDING
Called for by PF in conjunction
with the "Gear Down" call.
PM
1 ,000 feet AGL.
AFTER LANDING
Called for by Capt after clear of
all active runways.
F/O
Approaching ramp.
PARKING
Called for by Capt after aircraft
comes to a stop at the gate or
parking spot.
F/O
Chocks in, parking brake off.
TERMINATION
Called for by Capt after
PARKING checklist is
complete.
CAPT
or
F/O
Prior to leaving aircraft.
"Self Initiated" is the last chance method of ensuring a checklist is
accomplished. The pilot performing the checklist initiates the checklist without
participation of the other pilot. Self initiating any checklist is unprofessional
and increases the chances for error due to lack of crewmember situational
awareness. Self initiated checklist action has been contributory in many
incidents and accidents. However, accomplishing the checklist under any
condition is of such crucial importance that self initiating a checklist is
appropriate when it is the only way to complete the checklist .
Checklist Accomplishment
The NORMAL checklist is used as a verification to ensure that certain critical
or essential steps of the preceding procedure have been accomplished. The
expanded checklists of this section serve the dual purpose of defining the
procedure to be accomplished for each phase of flight and providing expanded
notes appropriate to checklist accomplishment. Certain items in the expanded
sections may be annotated "flow" after the challenge statement. These are items
which are accomplished during the procedure, but are not rechecked during the
reading of the checklist. The procedure defined for each phase of flight will be
accomplished by recall (flow) prior to the reading of the applicable checklist. In
all cases the checklist will be read from the electronic or printed checklist. At
no time is the use of a checklist from memory acceptable.
777 Sec. Intro Page 9
Flight Manual Continental Rev. H/Ol/02 #9
If the flight deck is left unsupervised (all pilots away from the flight deck) prior
to the BEFORE START checklist, all previously accomplished checklists must
be re-accomplished in their entirely. If a non-crewmember is present on the
flight deck during the absence of one or more crewmembers, the non-
crewmember must be supervised by a remaining crewmember or any previously
accomplished checklists must be re-accomplished.
The Captain will call for all checklists during ground operations. The Pilot
Flying will call for all checklists in flight.
Normally a flow will be accomplished before the checklist is read. The point at
which the associated flow may be initiated is defined in the preamble of each
checklist. However, no flight control will be moved or positioned until called
for.
Each item will be challenged out loud by the designated crewmember unless
otherwise noted. The responding crewmember will visually confirm that the
challenged action has been properly accomplished and will respond
appropriately to the challenge, confirming the action or describing the
configuration. Any item which has a numerical value or switch position
associated with it, (i.e. reference speeds, altimeter settings, VNAV armed etc.)
will have the associated value or switch position stated as a part of the response.
Any item listing an "AS REQUIRED" response will be responded to by the
actual configuration or condition as described in the expanded section. When
responses are required by both crewmembers (F, C, or PM, PF), the pilot
reading the checklist replies first followed by a crosscheck and identical reply
from the other pilot. If a checklist item is not installed in a particular aircraft,
the crewmember will nevertheless challenge the item and the response will be
"NOT INSTALLED." Any action which has not been performed or completed
when challenged must be completed before the next challenge is read. If
performance of the challenged action cannot be completed immediately, the
crewmember responding will reply "STANDBY" or other suitable response to
indicate that further reading of the checklist will be suspended until the item can
be accomplished.
Both pilots are responsible for visual confirmation that all checklist items are
completed. Each checklist item will be treated separately, read in a command
tone, and answered only when the challenged action has been completed and is
in agreement with the appropriate response.
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Checklist Completion
An unwritten last step of any checklist is for the pilot accomplishing the
checklist to call the checklist complete. Calling the checklist complete is a last
safeguard that everything is in order. When a checklist is complete, the
announcement of" CHECKLIST COMPLETE" mentally closes the
loop on the process that began when the checklist was called for. This also
mentally opens the door for the next activity. If the " CHECKLIST
COMPLETE" call has not been made, there is a strong possibility that things
are not in order. The pilot performing the checklist should review it to verify all
items have been accomplished and then make the " CHECKLIST
COMPLETE" call.
Non-Normal Checklists
"Fly the aircraft" is always an unwritten immediate action for any non-normal
procedure. Both pilots will first give their attention to continued safe flight of
the aircraft, with particular attention to flight path and communications.
Non-normal checklists assume crewmembers will:
• Silence aural warnings and reset Master Caution / Warning lights as soon
as the cause of the warning is recognized.
• Test warning / status lights to verify valid indications.
• Check for tripped circuit breakers (refer to Circuit Breaker Procedures,
Section 2, Non-Normals).
Caution : The intentional pulling and resetting of a circuit breaker is
prohibited due to potential impact on multiple aircraft systems,
except when specifically directed by a non-normal checklist or
appropriate technical authority.
Procedures that prescribe an engine shutdown must be evaluated by the Captain
to ascertain if an actual shutdown or operation of the engine at reduced thrust is
the safest course of action. Consideration in this case must be given to probable
effects if the engine is left running at minimum required thrust.
777 Sec. Intro Page 11
Flight Manual Continental Rev. H/Ol/02 #9
Checklist Initiation
When a non-normal situation occurs, the Pilot Flying (PF) will stabilize the
aircraft and call out Immediate Action items. The Pilot Monitoring (PM) will
accomplish the immediate action items and the PF will call for the appropriate
checklist.
The Captain will then make the final determination as to who will be the PF and
PM. In making this determination, the Captain should give consideration to his
primary responsibility of managing the situation, in addition to the necessity of
formulating a plan for successful resolution of the problem. By its very nature
this includes a comprehensive coordination among ATC, the F/A, the company,
and all other aspects of delegation of duties. The Pilot Monitoring (PM) will
accomplish the appropriate checklist.
Checklist Accomplishment
Non-normal checklists are designed, with the exception of Immediate Action
items, as "Read and Do" checklists. All items of any non-normal checklist will
be read aloud. The pilot designated by the Captain to accomplish the checklist
(PM) shall first read and respond to Immediate Action items (if applicable) to
ensure that such items have been accomplished completely and correctly. The
PM shall then complete the non-normal items by reading each item,
accomplishing the required task, and reading the response. The PM, while
accomplishing the checklist, will coordinate with the PF before changing any
switch or control position which could potentially affect systems integrity or
aircraft configuration.
Electronic checklist closed loop (sensed) checklist items turn from white to
green when the action is taken. The PM is responsible to "check off any open
loop (not sensed) item and to ensure that all closed loop items are green.
Notes, information items, and condition statements are read aloud. The PF need
not repeat these items, but should acknowledge that the items were heard and
understood.
The PF is to be made aware when deferred items exist. Accomplishment of
such items may be delayed until the appropriate point during approach or
landing.
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Consequential EICAS alert messages may be displayed as a result of a primary
failure condition (such as AUTO SPEEDBRAKE from HYDRAULIC PRESS
SYS C) or the result of non-normal checklist crew actions (such as PACK L
from SMOKE AIR CONDITIONING). Consequential messages are displayed
for crew awareness with icons automatically removed. Checklists
corresponding to consequential messages may contain procedural steps, notes,
or other information. The crew does not accomplish these checklists. If
consequential checklist steps, notes, and information are applicable to the
primary failure condition, then these are included in the primary checklist. Not
all alert messages corresponding to the consequential checklist on the list may
display while accomplishing the primary checklist. Display of consequential
messages may vary depending on operational circumstance. The statement
"Inhibited checklist:" followed by the list appears in the electronic checklist.
The statement need not be read aloud when accomplishing electronic checklist.
The statement "Do not accomplish the following checklist:" followed by a list of
the checklists appears in the printed primary checklist to inform the crew of
consequential checklists.
Following completion of appropriate non-normal checklist items, normal
checklists are used as usual to verify that the configuration is correct for each
phase of flight.
Pilots must be aware that checklists cannot be created for all conceivable
situations and are not intended to replace good judgment. In some cases,
deviation from checklists may, at the Captains' discretion, be necessary.
There are some situations, which always require landing at the nearest suitable
airport. These situations include, but are not limited to, conditions where:
• The non-normal checklist contains the words "Plan to land at the nearest
suitable airport."
• Cabin smoke or fire which persists. It should be stressed that for persistent
smoke or a fire that cannot be positively confirmed to be completely
extinguished, the earliest possible descent, landing, and passenger
evacuation should be accomplished.
• One AC power source remaining (such as engine, APU, or backup
generator), or
• Any other situation determined by the crew to present a significant adverse
effect on safety if the flight is continued.
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Flight Manual Continental Rev. H/Ol/02 #9
Checklist Completion
The checklist will be announced as "COMPLETE" when reaching the end of
checklist symbol (* * * *). Care must be taken when a checklist is branched
by the use of OR arrows as it may not be immediately apparent where the end
of this branch of the checklist is located.
When a checklist is complete, the announcement of " CHECKLIST
COMPLETE" mentally closes the loop on the process that began when the
checklist was called for. The pilot performing the checklist should review it to
verify all items have been accomplished and then make the "
CHECKLIST COMPLETE" call.
When a non-normal checklist is complete except for the deferred items, and the
normal checklist to which the items have been deferred has not yet been
accomplished, the pilot monitoring states: " CHECKLIST
COMPLETE EXCEPT DEFERRED ITEMS."
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CHECKLIST FORMATTING
General
Checklists will be read from top-to-bottom, left-to-right. Careful attention must
be paid to indentation so that only the appropriate items are performed. You
may be required to "skip" downward over non-applicable steps or to move
downward to a given location in the checklist. You will not be directed to go
upward in the checklist (although you may have occasion to reenter a checklist
if conditions change). You may be directed to cross reference another checklist.
If a checklist is "branched" (by an OR arrow), there will be more than one
ending to that checklist. Checklists must be continued until the flight crew
reaches an end-of-procedure symbol (four centered asterisks).
Challenge and Response
Checklist challenges are presented on the left with responses on the right in
capital letters. A dotted line will separate challenges and responses.
Challenge RESPONSE
A comma or ampersand (&) in a response indicates a combined response where
more than one item must be verified to indicate compliance with the challenge.
Challenge RESPONSE A, RESPONSE B
A slash (/) between multiple responses indicates a choice of responses where
only one of the choices is appropriate.
Challenge RESPONSE A / RESPONSE B
Under circumstances where both the Captain and First Officer or Pilot
Monitoring and Pilot Flying are to respond to a given challenge, this will be
indicated by (F, C) or (PM, PF) on the response side.
Oxygen
CHECKED, SET, 100% (F, C)
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Flight Manual Continental Rev. H/Ol/02 #9
Conditional (IF) Statements
In situations where particular steps within a procedure need to be performed
only if a qualifying condition exists, these steps (which may be contained in a
single-line "conditional" box to visually group the conditional items) will be
preceded by an IF statement. This device indicates that the person reading the
checklist must determine if the condition applies and if so, perform the items
immediately below. If the condition does not apply, the steps immediately
below, including all steps in a conditional box, should be skipped.
IF Condition A Applies:
Perform THIS ITEM
IF Condition B Applies:
Perform THIS ITEM
OR Arrows
This device connects conditional items or groups of items which are mutually
exclusive. This will indicate to the pilot that only one of the connected
procedures should be performed and all others ignored. This device in effect
"branches" the checklist and will result with more than one ending to the
procedure.
IF Condition A Applies:
Perform
THIS ITEM
OR
* * * *
IF
Condition B Applies:
Perform
THIS ITEM
* * * *
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Continue Checklist At ... Statements
If it is necessary to move from one point in a checklist, skip over one or more
steps, and re-enter the checklist at another point further down the checklist, this
device may be used. You would proceed from that point downward until
encountering the appropriate numeric symbol which will be found on the left
side of the margin.
IF Condition A Applies:
TTTK TTFlVf
THIS ITEM
\F Condition C Applies:
OR Continue Checklist at O
IF Condition D Applies:
Checklist is Complete.
•k rk rk rk
Condition B Applies:
THIS ITEM
* * * *
The presence of the O next to the above step does not indicate that this step is
only to be performed if Condition C applies. Note that this item would be
accomplished whether Condition C or Condition B applies.
Phase Lines
A dashed line on either side of a condition statement in a procedure indicates
that the crew may delay the performance of the procedure at that point. This is
normally used to provide better "pacing" of a procedure. The crewmember
reading the checklist is responsible for ensuring that the checklist is resumed at
the appropriate time.
BEFORE LANDING
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Flight Manual Continental Rev. H/Ol/02 #9
Cross Referencing
When a cross reference to another checklist is made it will be done in the
following manner for normal and non-normal checklists:
Refer to AFTER TAKEOFF checklist, Section 3.
Refer to ENGINE FAILURE checklist, Section 2.
Continued Checklists
If a checklist or procedure is continued on the back of the page or on the next
page, the word "Continued" will be printed centered in parenthesis at the
bottom of the page.
(Continued)
Notes, Cautions, and Warnings
Notes, Cautions, and Warnings will be presented in the following format:
Note : Information requiring special emphasis.
Caution : Instruction concerning a hazard that if ignored could result in
damage to an aircraft component or system.
WARNING : Instruction concerning a hazard that if ignored could result in
loss of aircraft control, injury, or loss of life.
Action Specific Words
Certain words are used throughout this manual to indicate whether a procedure
must be performed exactly as described at all times or if some discretion is
allowed. These words are defined below for the purposes of Continental
Airlines Flight Manuals. These definitions may differ slightly from certain
dictionary definitions, however every attempt has been made to use these terms
consistently as detailed.
The words "shall", "must", and "will" indicate procedures to be performed
exactly as detailed. Deviations will be made only in situations equating to the
use of pilot's emergency authority.
The word / phrase "should" and "strongly recommended" indicate procedures
normally performed exactly as detailed. Deviation will be made only in unique
situations where a pilot's best judgment indicates a different course of action.
Such deviations would be very rare and briefed to all flight crewmembers.
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The word "may" indicates procedures expected to be performed as detailed
under most situations. While deviations are not limited to unique circumstances
as above, use of these procedures are encouraged in the interest of
standardization among flight crewmembers.
Crewmember Duties
Labels will be placed to indicate the crewmember to challenge the item and the
crewmember assigned to respond or verify completion of the item. The
following abbreviations will be used:
Captain - Capt or C
First Officer - F/O or F
International Relief Officer - IRO
Pilot Flying - PF
Pilot Monitoring - PM
End-of-Procedure Asterisks
Four centered, bold asterisks indicate the end of a non-normal checklist.
* * * *
777 Sec. Intro Page 19
Flight Manual Continental Rev. H/Ol/02 #9
SECTION OVERVIEW & PROCEDURES
SECTION 1 - LIMITATIONS
There are two separate categories for items contained in the limitations section.
The first category, titled "Limitations", includes limitations from the
manufacturer's FAA approved Airplane Flight Manual and additional items
declared to be limitations by the Company. The Company limitations are
designated by the symbol D. All limitations must be memorized. The second
category, titled "Operating Parameters", contains items which should be
complied with to ensure safe and efficient operation of aircraft systems. Flight
crews are expected to have a working knowledge of the operating parameters.
SECTION 2 - NON-NORMALS
Non-normal procedures are presented in groups called "modules" composed of
the expanded version checklist and in some cases a short narrative description
and/or a profile or graphic description of the procedure.
The non-normal procedures in this manual represent the best available
information. Flight crews should follow these procedures as long as they fit the
situation. At any time they are not adequate or do not apply, the flight crew's
best judgment should prevail.
The immediate action items will be memorized by each crewmember.
No throttle, fuel control switch, fire handle, or critical system control will be
moved during any non-normal procedure without the concurrence of both
crewmembers. All aural warnings should be silenced as soon as the emergency
is recognized.
Time permitting, the Captain should utilize all available resources including, but
not limited to, radio communications with Maintenance/ Engineering personnel.
Non-normal procedures are presented in expanded format grouped by aircraft
system. It is not necessary to read the expanded verbiage aloud when
performing the checklist unless clarification is desired. Checklist titles will
reflect the EICAS indication or non-normal condition.
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Cockpit Voice Recorder
Any incident requiring a report to NTSB, as defined in Section 1 of the Flight
Operations Manual, and which results in termination of the flight, requires
deactivation of the CVR upon termination of the flight to preserve the recorded
information. This is accomplished by pulling the CVR circuit breaker located
on the overhead circuit breaker panel. This will be noted in the Aircraft
Maintenance Log.
Example : CVR deactivated because of reportable incident.
Note : The CVR circuit breaker is located on the overhead circuit breaker
panel at position E- 13, or in the E & E compartment. If in the E & E
compartment, call Maintenance Control to pull this circuit breaker.
Enhanced Ground Proximity Warning System
The Enhanced Ground Proximity Warning System may be deactivated for
approved non-normal procedures where use of flaps at less than normal landing
flap positions are specified. A logbook entry is required.
SECTION 3 - NORMAL PROCEDURES
This section is intended as a training and reference section. Checklists are
presented in normal flight order. Additional procedures and information are
presented as necessary.
Operating procedures defined in this section are intended to conform with the
objectives of the company which are to place safety, comfort, schedule
reliability, and economy in their proper perspective. Conscientious adherence
to these procedures is expected.
SECTION 3-1 - ETOPS / LRN
This section covers route planning and verification specific to ETOPS and Non-
ETOPS Long-Range Navigation (LRN) operations. It is organized by phase of
flight. An ETOPS/LRN Briefing Guide presented at the beginning of the
section details specific crew responsibilities pertinent to ETOPS /LRN
operations.
This section uses Atlantic Operations as the "standard" operating area and
covers specific Pacific Operations as a separate subject.
777 Sec. Intro Page 21
Flight Manual Continental Rev. H/Ol/02 #9
MINIMUM EQUIPMENT LIST / CONFIGURATION DEVIATION LIST
The MEL provides for release of the aircraft for flight with inoperative
equipment. When an item of equipment is discovered to be inoperative, it is
reported by making an entry in the Aircraft Maintenance Record/Logbook. The
item is then either repaired or may be deferred per the MEL or other approved
means acceptable to the Administrator prior to further operation.
The MEL is located on the flight deck in a hardbound format. In the event the
hardbound copy of the MEL / CDL is missing from the flight deck, contact
Maintenance Control for dispatch information on inoperative equipment.
SECTION 5 - PERFORMANCE
This section is also organized by phase of flight. Most data are presented in
tabular form and pilots may interpolate as necessary.
Sec. Intro Page 22 7 77
Rev. 11/01/02 #9 Continental Flight Manual
REQUEST FOR FEEDBACK
This Flight Manual is the result of the combined efforts of Flight Standards and
Flight Operations. All flight crews are encouraged to comment on the contents
of this manual, since its sole purpose is to provide you, the Flight Crew, with an
accurate and effective tool to better help you do your job.
Suggestions, critiques, comments and corrections should be in writing and
addressed to the Lead Line Check Airman in your crew base or to the respective
Fleet Manager in Flight Standards. The boardmail address for each crew base is
the three letter identifier of the base followed by the letters CP (i.e. IAHCP).
The boardmail address for each fleet manager is IAHPS.
Your input is both desired and encouraged. All Flight Manuals are designed to
be "living" documents, readily adaptable to new and better ideas, and easily
revised.
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FAA APPROVED!
0 7 OCT 2002
DON R. KLOS
Principal Operations
Inspector
Asterisk indicates page(s) revised or added by the current revision.
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Sec. 1 TOC-1
Rev. 11/01/02 #9
LIMITATIONS AND OPERATING PARAMETERS
TABLE OF CONTENTS
The information contained in this section meets or exceeds all requirements of
the FAA approved Airplane Flight Manual (AFM). Both the AFM and
Continental Airlines limitations are identified as "Limitations." Limitations that
are obvious, shown on displays or placards, or incorporated within an operating
procedure are not contained in this chapter.
Flight crews are responsible for committing all information labeled
"Limitations" to memory.
Additional "Operating Parameters" have been included in this section as a
convenient reference. Flight crews are expected to have a working
knowledge of these "operating parameters."
GENERAL LIMITATIONS 1
OPERATING LIMITATIONS / PARAMETERS 2
LIMITATIONS 2
PARAMETERS 4
GROSS WEIGHT AND C.G. LIMITATIONS 7
SYSTEM LIMITS AND OPERATING PARAMETERS 8
AIRPLANE GENERAL 8
Limitations 8
Operating Parameters 8
AIR SYSTEMS 8
Limitations 8
ANTI-ICE & RAIN 8
Limitations 8
APU 9
Operating Parameters 9
AUTOFLIGHT 9
Limitations 9
AUTOMATIC LANDING 9
Limitations 9
COMMUNICATIONS 10
Operating Parameters 10
ENGINES 11
Limitations 1 1
Operating Parameters 11
FLIGHT CONTROLS 12
Limitations 12
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FLIGHT MANAGEMENT, NAVIGATION 12
Operating Parameters 12
FUEL 13
Limitations 13
Operating Parameters 13
OXYGEN 14
Operating Parameters 14
WARNING SYSTEMS 15
Limitations 15
Operating Parameters 15
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Rev. 11/01/02 #9
GENERAL LIMITATIONS
1 . The B777 airplanes are certified in the transport category (FAR 25) and are
eligible for the following types of operation when the required equipment is
installed and approved in accordance with the applicable FARs.
• Visual Flight (VFR)
• Instrument Flight (IFR)
• B777 Airplanes are category "C" for Instrument Approaches except
for Circling, which is category "D."
• Night Flight
• Icing Conditions
• Extended Over Water Operations (ETOPS).
2. Minimum Flight Crew:
• Captain and First Officer.
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Rev. 11/01/02 #9 Continental Flight Manual
OPERATING LIMITATIONS / PARAMETERS
LIMITATIONS
1 . Maximum Takeoff / Landing Pressure Altitude: 8,400 feet
2. Runway Slope: +1-2%
3 . Maximum Unrestricted Takeoff / Landing Tailwind Component: 1 0 Knots
Takeoffs and landings with tailwind components up to 15 knots are
permitted with the following restrictions:
Takeoff:
• Specifically authorized by Pilot Weight Manifest
• Runway is clear and dry
• Antiskid and thrust reversers are fully operational
• Max takeoff rated thrust is used.
Landing:
• Aircraft performance landing weights are verified by reference to
Section 5, Performance, LANDING FIELD LIMIT WEIGHT
• Antiskid and thrust reversers are fully operational
• Flaps 30 landing
• Auto speed brakes are used
• No braking action reports less than GOOD.
4. Flight Maneuvering Load Acceleration Limits
Flaps Up +2.5g to -l.Og
Flaps Down +2.0g to O.Og
5. Flap Placard Speeds
FLAP PLACARD SPEEDS
FLAP
POSITION
V FE - KNOTS IAS
1
255
5
235
15
215
20
195
25
185
30
170
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6. Maximum Landing Gear Operating Speeds (V L o/M L o) and Extended Speed
(V LE /M LE ) = 270 Knots IAS/0.82 Mach.
7. Environmental Envelope
_ ISA +34°C FROM -2000 FT. TO 36,089 FT. ONLY.
t TAKEOFF NOT PERMITTED IN THIS REGION; LANDING PERMITTED
MAXIMUM CERTIFICATION ALTITUDE I I f 1 EH
-80 -70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60
OAT - DEGREES C
MAXIMUM CERTIFICATION ALTITUDE I I UJ.
-120 -100 -80 -60 -40 -20 0 20 40 60 80 100 120 140
OAT - DEGREES F
7773-120
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Rev. 11/01/02 #9 Continental Flight Manual
8. The maximum operating limit speed shall not be deliberately exceeded in
any regime of flight.
Note : All airspeed markings and placards in the airplane are shown as
indicated (IAS) values, based on the primary static pressure
source. The Air Data Inertial Reference System (ADIRS) corrects
for static source position error and essentially displays knots CAS
inflight. V M0 / M M0 , VLE or flap placard speed (whichever is
lower) is indicated by the lower edge of the red and black colored
region of the speed tape on the Primary Flight Displays (PFD).
50
40
Li_
O
8
w 30
10
0
<yro
s>
< I
c
>
200 240 280 320 360
AIRSPEED - KNOTS IAS
PARAMETERS
1 . Maximum Operating Pressure Altitude: 43,100 feet
2. Turbulent Air Penetration Speed:
A. 270 KIAS below 25,000 feet
B. 280 KIAS/.82 Mach at and above 25,000 feet
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Rev. 11/01/02 #9
3. Crosswind Landing Capability
Maximum Manufacturer's Demonstrated Takeoff / Landing Crosswind
Component: 38 Knots
Accuload will generate a crosswind advisory when forecast crosswinds for
takeoff or landing exceed 25 knots for wet runways or 15 knots for
contaminated runways. This advisory will appear on line 9 of the accuload
and in the T/O - LANDING PLAN SUMMARY of the pre-departure
paperwork.
Aero studies were performed using a normal landing configuration, dry
runway, with all engines operating, and engine out. The resulting
crosswind guidelines are shown below.
Landing Crosswind Guideline - Knots
Runway Condition
Crosswind *
Dry
45 ***
Wet
40
Standing Water /Slush
20
Snow - No Melting
35
Ice - No Melting **
17
* Reduce crosswind guidelines by 5 knots on wet and contaminated
runways whenever asymmetric reverse thrust is used.
* * Landing on untreated ice or snow should only be attempted when no
melting is present.
*** Sideslip only (zero crab) landings are not recommended in
crosswinds in excess of 3 1 knots to maintain adequate control
margin. This recommendation also ensures adequate ground
clearance margins (see Ground Clearance Angle Chart).
The crosswind guidelines shown in the table above were derived through
flight test data and analysis, and are based on steady wind (no gust)
conditions.
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Aft Body
14
12
o> in
q> 1 v
TO
a s
■I 6
<
I 4
■ Horizontal Tail
Max L.E. Up (4 Deg)
Slats Fully Extended-
6 8 10 12
Roll Angle - (Degrees)
14 16
LAHSO:
GROUND CLEARANCE ANGLES B777-200
(LANDING GEAR FULLY EXTENDED)
Required Runway Length (Feet)
Elevation < 2,000 ft.
Elevation > 2,000 ft.
8,100
8,700
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Rev. 11/01/02 #9
GROSS WEIGHT AND C.G. LIMITATIONS
WEIGHTS
POUNDS
Maximum Ramp
650,000
Maximum Takeoff
648,000
Maximum Landing
460,000
Maximum Zero Fuel
430,000
Refer to the applicable Weight and Balance Manual for specific loading and
operating restrictions.
MAXIMUM TAXI WEIGHT - 650000 LB
680000 -i
660000
640000
620000
600000
580000 -
560000
540000-
520000 -
500000
480000 -
460000 -
Bd 440000 -
C5
420000 -
400000 -_
380000 -
360000 -_
340000 -_
320000
300000
280000
23.0%
646300 LB |
at 20.9% s >^=
MAXIMUM TAKEOFF
WEIGHT - 646000 LB
582000 LB
at 16.3%
460000 LB
at 14.0% v
471500 LB
at 44.0%'
MAXIMUM LANDING WEIGHT - 460000 LB
MAXIMUM ZERO FUEL WEIGHT - 430000 LB
Do not operate in this area
durrig takeoff.
35.3%
I I I I | I I I 1 | I I I I | I I I I | I I I I | I I I I |' I I I I | I I
5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0
CENTER OF GRAVITY - % MAC
I 1 1 1 1 I
45.0 50.0
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I SYSTEM LIMITS AND OPERATING PARAMETERS
AIRPLANE GENERAL
Limitations
1 . Door Mounted Power Assists and Escape Slides:
Main door emergency power assists and evacuation slide systems must be
armed with the mode select handle in the armed position prior to taxi,
takeoff and landing whenever passengers are carried.
Operating Parameters
A. Ground wind limits for all doors:
• 40 knots while opening or closing.
• 65 knots while open.
AIR SYSTEMS
Limitations
1 . Maximum Differential Pressure (relief valves): 9. 1 psi
2. Maximum Differential Pressure For Takeoff/Landing: 0.11 psi
ANTI-ICE & RAIN
Limitations
1 . Engine Anti-Ice System:
Engine Anti-Ice must be auto or on when the Total Air Temperature
(TAT) is 10°C or less and icing conditions exist or are anticipated, except
during climb, cruise and descent when the temperature is below
-40°C SAT. Do not use anti-ice if OAT or TAT exceeds 10°C (50°F).
During ground operations in icing conditions (including taxi-in and taxi-
out), each engine must be run up momentarily to a minimum of 50% Ni at
intervals not to exceed 15 minutes.
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APU
Operating Parameters
1 . No more than three (3) APU starts in a 60 minute period with the electric
starter motor.
AUTOFLIGHT
Limitations
D 1 . The autopilot must not be engaged below 1 ,000 feet radio altitude after
takeoff.
2. Non Precision Approaches:
The autopilot must be disengaged before the airplane descends more
than 50 feet below the MDA, unless it is in the go-around mode.
3. ILS Approaches:
Category III operations and autoland are not approved with flaps 25.
With no autoland annunciated, the autopilot must be disengaged
before the airplane descends below 200 feet AGL when coupled to the
ILS glideslope and localizer.
AUTOMATIC LANDING
Limitations
1 . Maximum allowable wind speeds for autoland operations:
Head Wind 25 knots
Tail Wind 15 knots
Crosswind 25 knots
Note : Maximum allowable crosswind is 15 knots for ILS approaches
when the RVR is 2,400 feet or less. For Category II and Category
III ILS approaches the maximum allowable headwind is 20 knots
and the maximum allowable tailwind is 10 knots.
2. The maximum ILS glideslope angle is 3.25 degrees.
3. The minimum ILS glideslope angle is 2.5 degrees.
Sec. 1 Page 10 777
Rev. 11/01/02 #9 Continental Flight Manual
4. Automatic landings can be made using flaps 20 or 30 with either both
engines operative or one engine inoperative. The autopilot flight director
system (AFDS) autoland status annunciator must display either land 2 or
LAND 3.
5. Automatic landing cannot be made if the EICAS message slats drive is
displayed.
6. The B777 is not certified for autolandings at weights in excess of max
landing weight.
7. The B777 is not certified for autolandings with the loss of two or more
elevator hydraulic actuators. (Loss of R or c hydraulic systems results in
loss of only one hydraulic actuator. Loss of the L hydraulic system or any
combination of L, c, and R results in the loss of two or more hydraulic
actuators.)
COMMUNICATIONS
Operating Parameters
1 . Flight Deck Communications (Datalink):
The datalink from the COMPANY format is limited to the transmission and
receipt of messages, which will not create an unsafe condition if the
message is improperly received, such as the following conditions:
• The message or parts of the message are delayed or not received;
• The message is delivered to the wrong recipient; or
• The message content may be frequently corrupted.
The following procedures are applicable to the noted datalink functions
from the COMPANY format:
A. Pre-Departure Clearance:
The flight crew shall manually verify (compare) the filed flight plan
versus the digital pre-departure clearance and shall initiate voice
contact with Air Traffic Control if any question / confusion exists
between the filed flight plan and the digital pre-departure clearance.
B. Digital-Automatic Terminal Information Service:
The flight crew shall verify that the D-ATIS altimeter setting numeric
value and alpha value are identical. If the D-ATIS altimeter setting
numeric value and alpha value are different, the flight crew must not
accept the D-ATIS altimeter setting.
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C. Oceanic Clearances:
The flight crew shall manually verify (compare) the filed flight plan
versus the digital oceanic clearance and initiate voice contact with Air
Traffic Control if any questions / confusion exists between the filed
flight plan and the digital oceanic clearance.
2. Satellite Communications System:
Satellite voice has been demonstrated for use only as a supplemental means
of communications.
ENGINES
Limitations
1 . Reverse Thrust:
A. Backing the airplane with the use of reverse thrust is prohibited.
B. Intentional selection of reverse thrust in flight is prohibited.
2. Per A.D. 2000-13-04 dispatch of the airplane with an engine-mounted
backup generator having a sheared shaft is prohibited.
Note : It is CAL policy that if the elec backup gen l, r EICAS advisory
message appears anytime prior to takeoff, and cannot be cleared
after completing the associated non-normal checklist, the crew
will contact maintenance and enter the event in the aircraft
logbook. Maintenance must review MAT messages, check for
servicing and leaks, and determine if the generator has a modified
shaft installed. If all the parameters of the Backup Electrical
Power System MEL item 24-25-1 are met the aircraft may depart
with a sheared shaft. This procedure will normally necessitate a
gate return and engine shutdown.
Operating Parameters
1 . Engine Limit Display Markings:
A. Maximum and minimum limits are RED
B. Caution limits are AMBER.
2. Engine Oil
A. Minimum quantity prior to engine start - 23 qts.
B. Minimum quantity after engine stabilized and prior to flight - 18 qts.
Sec. 1 Page 12
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Flight Manual
FLIGHT CONTROLS
Limitations
1. Flight Controls:
Takeoff is permitted only in the normal flight control mode.
Do not use the Speed Brakes in flight below 1,000 feet.
3. Flap Operation:
Do not extend flaps above 20,000 feet.
FLIGHT MANAGEMENT, NAVIGATION
Operating Parameters
1 . Air Data Inertial Reference Unit (ADIRU) :
Do not align ADIRU at North/South latitudes greater than 78 degrees,
14.75 minutes.
2. QFE Selection:
When using QFE instead of QNH a QFE altitude reference for the Primary
Flight Displays (PFDs) must be selected in the Flight Management
Computer (FMC).
The use of Vertical Navigation (VNAV) with QFE selected below the
transition level is prohibited.
The use of Lateral Navigation (LNAV) with QFE selected below the
transition level is allowed, provided:
- LNAV is disengaged during arrival prior to any altitude constrained
conditional waypoint.
- LNAV is not engaged on departure until all altitude constrained
conditional waypoints have been passed.
* A conditional waypoint defines an action at other than a geographically
fixed position. An altitude constrained conditional waypoint defines an
action (i.e., a turn), based upon passing an altitude.
Speed Brakes:
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Rev. 11/01/02 #9
3. VNAV level off:
Due to current software constraints within the FMC, VNAV may overshoot
a level off altitude during climb or descent if:
• Leveling off within 2000 feet of the transition altitude or transition
level .
and
• The QNH setting is less than 29.70 hg / 1 006 hPa (low altimeter
setting).
Use flch for level off in these circumstances. After the level off is
complete, vnav may be re-engaged.
FUEL
Limitations
1 . The use of JP-4 and Jet B fuel is prohibited.
2. The maximum fuel temperature: 49°C.
3. Main tanks must be scheduled to be full if center tank fuel is loaded.
Note : The center tank may contain up to 3,000 pounds of fuel with less than
full main tanks provided center tank fuel weight plus actual zero fuel
weight does not exceed the maximum zero fuel weight, and the center
of gravity remains within limits.
Operating Parameters
1 . The minimum fuel temperature is 3° above the fuel freeze point (as shown
on the following chart, or as determined from the Fuel Freeze Analysis if
available).
FUEL FREEZE POINT
FUEL
FREEZE POINT -°C
JET A
-40
JP-5
-46
JETA-1
-47
JP-8
-50
TS-1 (TC1)
-50
Sec. 1 Page 14 777
Rev. 11/01/02 #9 Continental Flight Manual
OXYGEN
Operating Parameters
1 . The table below is used to determine proper flight crew oxygen bottle
pressure for variations of ambient temperature:
This table is based on the Continental configuration of a two-bottle system
(115 Cu. Ft. each).
BOTTLE
NUMBER OF CREW USING
TEMPERATURE
OXYGEN
°C
°F
2
3
4
50
122
325
435
545
45
113
320
430
540
40
104
315
420
530
35
95
310
415
520
30
86
305
410
510
25
77
300
400
505
20
68
295
395
495
15
59
290
390
485
10
50
285
380
480
5
41
280
375
470
0
32
275
370
460
-5
23
270
360
455
-10
14
265
355
445
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Sec. 1 Page 15
Rev. 11/01/02 #9
WARNING SYSTEMS
Limitations
1 . Enhanced Ground Proximity Warning System
A. Do not use the terrain display for navigation.
B. The use of terrain awareness alerting and terrain display functions are
prohibited within 15 nm and approaching to land at an airport not
contained in the EGPWS terrain database.
Note : All CAL Ops Spec Authorized Airports have been verified to
be included in the EGPWS terrain database.
Operating Parameters
1 . Pilots are authorized to deviate from their current ATC clearance to the
extent necessary to comply with a TCAS II resolution advisory.
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PAGE
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FAA APPROVED
0// OCT 2002
DON R. KLOS
Principal Operations
Inspector
Asterisk indicates page(s) revised or added by the current revision.
NON-NORMAL
777 Sec. 2 TOC-1
Flight Manual Continental Rev. 07/01/98 #1
NON-NORMAL PROCEDURES
TABLE OF CONTENTS
UNANNUNCIATED CHECKLISTS 2.0
AIRPLANE GENERAL 2.1
AIR SYSTEMS 2.2
ANTI-ICE 2.3
AUTO FLIGHT 2.4
COMMUNICATIONS 2.5
ELECTRICAL 2.6
ENGINE &APU 2.7
FIRE PROTECTION 2.8
FLIGHT CONTROLS 2.9
FLIGHT INSTRUMENTS, DISPLAYS 2.10
FLIGHT MANAGEMENT, NAVIGATION 2.11
FUEL 2.12
HYDRAULICS 2.13
LANDING GEAR 2.14
WARNING SYSTEMS 2.15
NON-NORMAL
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Temporary Revision
UN ANNUNCIATED 777
sec. 2.0 toc-1 Continental Flight Manual
TR 02-04 12/17/02
2.0 - UNANNUNCIATED
TABLE OF CONTENTS
(U) BIO / CHEM HAZARD / THREAT 1
(U) CIRCUIT BREAKER 3
(U) DATALINK RESET 5
(U) DE-ICING PROCEDURE 6
(U) DITCHING 7
DITCHING NOTES 9
Preparation 9
Doors 10
Raft Capacity 10
Survival Equipment 10
Erecting Canopy 1 1
Emergency Transmitters 1 1
Flight Attendant Responsibilities 12
Flight Deck Ditching Responsibilities 13
(U) DUAL ENG FAIL/STALL 14
(U) EMER EVAC PLANNED 16
Preferred Routes Of Escape - Land 19
EMER EVAC PROCEDURE 21
(U) ENG ABORTED START L, R 23
(U) ENG BATTERY START 24
(U) ENG CROSSBLEED START 26
(U) ENG INFLIGHT START L, R 27
(U) ENG LIM/SURGE/STALL L, R 28
(U) ENG MANUAL START 29
(U) ENG START VALVE MANUAL 30
(U) ENG START WITH EXT AIR 30
(U) ENG SVR DAMAGE/SEP L, R 31
(U) FIRE ENG TAILPIPE L, R 32
(U) FLIGHT DECK DOOR EMRG ENTRY ACTIVE 32-A
(U) FLIGHT DECK DOOR UNLKD 32-A
(U) FMC POSITION UPDATE 33
UNANNUNCIATED
Sec. 2.0 TOC-2 777
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(u) FUEL JETTISON 34
(u) FUEL LEAK 35
(u) GEAR LEVER LOCKED DN 36
(u) NAVAID INHIBIT 37
(u) OVERWEIGHT LANDING 38
(u) PACKS OFF TAKEOFF 39
(u) QFE / METERS OPERATIONS 40
(u) REJECTED TAKEOFF 42
REJECTED TAKEOFF PROCEDURE 46
REJECTED TAKEOFF DECISION 46
REJECTED TAKEOFF MANEUVER 46
REJECTED TAKEOFF CONSIDERATIONS 48
REJECTED TAKEOFF DUTIES 49
(u) SMOKE /FUMES AIR COND 50
(u) SMOKE /FUMES/ FIRE ELEC 52
(u) SMOKE / FUMES REMOVAL 53
(u) VHF DATALINK RADIO RESET 54
(u) VOLCANIC ASH 55
(u) WINDOW DAMAGE L, R 57
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(u) BIO / CHEM HAZARD / THREAT
Condition: Suspected biological or chemical hazard / threat to the flight.
Contact SOCC: SOCC will coordinate with appropriate agencies to
determine if the substance poses a credible threat.
IF SOCC determines that the substance does pose a credible threat :
Cover the material with the wipes and the plastic gown found in the
onboard Universal Precaution Kit (UPK). If the UPK is not available, use a
wet blanket to prevent airborne spreading of the material.
IF On The Ground:
OR
Follow SOCC guidance.
* * * *
IF Inflight:
Consideration should be given to landing as soon as practical based on
analysis of the situation and coordination with SOCC.
If the material is airborne within the aircraft, the following procedures
will minimize particulate flow into the flight deck and should be
utilized.
Oxygen Masks And Smoke Goggles (If Required) ON
Crew Communications (If Required) ESTABLISH
Flight Deck Door CLOSE
Prevents material from penetrating onto the flight deck.
Recirculation Fans Switches OFF
Stops recirculation of material and increases fresh airflow.
Equipment Cooling Switch OFF
Attempts to move the material overboard by using the equipment
cooling override mode.
Note : After 30 minutes of operation at low altitude and low cabin
differential pressure, electronic equipment and displays may
fail.
Do not accomplish the following checklist:
EQUIP COOLING OVRD
(Continued)
UNANNUNCIATED
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111
Flight Manual
IF Most Of The Material Is In Cabin Forward Of Mid- Wing And
A Outflow Valve Manual Control Available:
Aft Outflow Valve Switch MAN
Aft Outflow Valve Manual Switch CLOSE
Position outflow valve fully closed.
| Concentrates the material in the forward part of the aircraft and
attempts to remove it through the forward outflow valve.
Do not accomplish the following checklist:
OUTFLOW VALVE AFT
^ k k k k
IF Most Of The Material Is In Cabin Aft Of Mid- Wing And Outflow
Valve Manual Control Available:
Forward Outflow Valve Switch MAN
Forward Outflow Valve Manual Switch CLOSE
Position outflow valve fully closed.
Concentrates the material in the aft part of the aircraft and
attempts to remove it through the aft outflow valve.
Do not accomplish the following checklist:
OUTFLOW VALVE FWD
k k k k
UNANNUNCIATED
777 Sec. 2.0 Page 3
Flight Manual Continental Rev. 11/01/02 #9
(u) CIRCUIT BREAKER
Condition: A circuit breaker (CB) has been found in the out position. This
may be the result of:
• A trip due to an electrical fault,
• Inadvertent pulling, or
• Intentional pulling and failure to reset.
Caution : Due to potential impact on multiple aircraft systems the
intentional pulling and resetting of a circuit breaker, other than
when specifically directed by a non-normal checklist or
appropriate technical authority, is prohibited.
IF fuel boost pump, fuel quantity indication system, or lavatory flush motor
CB:
Do not reset.
OR
Enter the findings in the logbook and call maintenance.
k k k k
IF Preflight Before Block Out:
A CB found in the out position during preflight may be reset one time,
unless :
• There is reason to believe that it has tripped due to an electrical fault,
or
• The crew heard the CB pop or observed a change in the associated
aircraft, system, or
• A logbook entry exists for the same CB being tripped in the previous
3 calendar days, or
• There is any associated electrical smoke/smell, or evidence of
overheating of any aircraft system.
If any of the above conditions are noted, do not reset the CB .
Enter the findings in the logbook and call maintenance.
k k k k
OR
(Continued)
UNANNUNCIATED
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Flight Manual
I
IF A CB Trips After Block Out and Before Takeoff:
A
Do not reset a tripped CB.
In the absence of electrical smoke/smell, or evidence of system
overheating, the flight may continue provided the CB is not reset and
MEL restrictions are met.
A logbook entry is required.
* * * *
IF A CB Trips Between Takeoff And Block In:
One reset of a tripped CB may be attempted after a cooling period of
approximately two minutes if:
• Called for during a non-normal checklist or procedure, or
• At the discretion of the Captain, provided resetting the CB is
necessary for the safe completion of the flight.
Caution : If the CB trips again, do not attempt another reset.
A logbook entry is required.
k k k k
All tripped CBs, regardless of phase of flight and whether reset or not, must
be written up in the aircraft logbook . This entry should include:
1 . Time of occurrence (if known) in Z
2. Aircraft parameters when trip occurred (phase of flight, altitude /
airspeed)
3. Weather conditions (if appropriate)
4. Name and location of the CB
5. Any pilot action that occurred prior to or during the trip sequence
6. Attempted reset and results
7. FRM fault code
UNANNUNCIATED
777 Sec. 2.0 Page 5
Flight Manual Continental Rev. 05/01/02 #8
(u) DATALINK RESET
Condition: DATA display not available on center VHF radio or ACARS
COMPANY pages not responding to an initialize request.
Display Select Panel COMM
On the MFD complete the following selections:
MANAGER SELECT
MASTER SELECT
DATALINK SYSTEM RESET SELECT
CONFIRM RESET SELECT
Display Select Panel AS DESIRED
•k -k * *
UNANNUNCIATED
Sec. 2.0 Page 6 777
Rev. 05/01/02 #8 Continental Flight Manual
(u) DE-ICING PROCEDURE
Testing of undiluted deicing/anti-icing fluids has shown that some of the fluid
remains on the wing during takeoff rotation and initial climb. The residual
fluid causes a temporary decrease in lift and increase in drag and reduced
thrust for takeoff is not permitted. Ensure that the recommended takeoff
rotation rate is observed.
Caution : Snow/slush/ice ingestion in the APU inlet duct while the APU is
running can cause serious damage. Operate the APU during de-
icing procedures only if necessary.
Parking Brake Lever SET
This will preclude deicing fluid from penetrating the carbon disk brakes.
IF Using De-icing Fluid On The Aircraft Exterior With APU Or Engines
Running:
Pack Switches OFF
To reduce pack wear, wait approximately 1 0 seconds for packs to
completely shut down before positioning bleed switches to off.
ENG Bleed Switches (Engines Running) OFF
Reduces the possibility of fumes entering the air-conditioning
system.
APU Bleed Switch (APU Running) OFF
Reduces the possibility of fumes entering the air-conditioning
system.
Thrust Levers CLOSED
During de-icing, operate engines at idle to reduce the possibility of
injury to personnel at inlet or exhaust areas.
Flaps UP
Prevents ice and slush from accumulating in the flap cavities.
Approximately 1 minute after completion of de-icing, restore engine
and APU bleed air and pack operation.
Do not accomplish the following checklists:
BLEED LOSS BODY
BLEED LOSS WING L
BLEED LOSS WING R
PACK L
PACK R
* -k -k *
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777 Sec. 2.0 Page 7
Flight Manual Continental Rev. 05/01/02 #8
(u) DITCHING
• Send Distress Signal
• Advise Crew and Passengers
• Jettison Fuel As Required
• Accomplish IN RANGE CHECKLIST.
< < < 4 < DEFERRED ITEMS ► ► ► ► ►
==> APPROACH CHECKLIST
WHEN BELOW 5000 FEET
(OMIT LANDING CHECKLIST)
Ground Proximity Gear Override Switch OVRD
Ground Proximity Terrain Override Switch OVRD
Pack Switches OFF
Ensures aircraft is depressurized for opening passenger entry doors.
Outflow Valve Switches MAN
Outflow Valve Manual Switches CLOSE
Position outflow valves fully closed.
Prevents water from entering aircraft through the valves.
Seat Belts Selector ON
APU Selector OFF
Closes the fuel valve and air inlet door.
Cockpit Loose Gear SECURE
Cockpit Door SECURE OPEN
Life Vests ON
Don life vests, but do not inflate until after exit from aircraft.
Shoulder Harnesses and Seatbelts ON
Put on shoulder harnesses and seat belts and adjust for snug fit.
(Continued)
UNANNUNCIATED
Sec. 2.0 Page 8 777
Rev. 05/01/02 #8 Continental Flight Manual
Passenger Cabin Preparation COMPLETE
Verify passenger cabin preparations for ditching are complete. All
available food, fluids, flashlights, first aid kits, and other emergency
equipment confirmed ready for evacuation. Seat passengers with life
vests on and seat belts fastened.
Radio TRANSMIT FINAL POSITION
Transmit all information pertaining to: final ditching position, weather
and sea conditions, rescue instructions if a ship or other rescue unit is
standing by, and any other necessary information.
Emergency Lights ON
Insures lighting is available after electrical power is lost.
Landing Gear Lever UP
Flaps 30
Allows lowest Vref speed for approach.
Extend flaps to 30 or appropriate landing flap for an existing emergency
or non-normal conditions.
• Advise crew and passengers "BRACE FOR IMPACT" when within
30 seconds of touchdown.
• Maintain airspeed at bug and 200 - 300 fpm descent rate.
• Plan to touchdown on upwind side and parallel to waves or swells if
possible.
• Advise cabin crew of imminent touchdown.
• Maintain airspeed at Vref30 to touchdown. Flare aircraft to achieve
minimum rate of descent at touchdown.
• To accomplish flare, rotate smoothly to touchdown attitude of 4 - 5°,
maintaining airspeed and rate of descent with thrust. After
touchdown, reduce thrust to idle.
Do not accomplish the following checklists:
CABIN ALTITUDE AUTO
PACK R
PACK L
(Continued)
UNANNUNCIATED
777 Sec. 2.0 Page 9
Flight Manual Continental Rev. 05/01/02 #8
ON THE WATER
Fuel Control Switches CUTOFF
APU Fire Switch OVERRIDE AND PULL
Removes electrical power which ensures passenger entry door flight locks are
unlocked.
Passenger Evacuation "EASY VICTOR, EASY VICTOR"
After Landing Duties ACCOMPLISH
Captain: Proceed to forward cabin area. Evaluate escape
potential. Supervise and assist cabin crew in
evacuation of aircraft.
First Officer: Assist Captain and cabin crew in evacuation of aircraft.
1RO Assist Captain and cabin crew in evacuation of aircraft.
The aircraft may remain afloat indefinitely if fuel load is minimal and no
serious damage was sustained during landing.
k k k k
DITCHING NOTES
Preparation
Condition: Aircraft ditching and evacuation are required.
Plan to jettison fuel as required. Reduces Vref speeds.
Checklist use is based upon the recognition of conditions, which preclude
continuation of the flight to a suitable landing, requiring aircraft ditching and
evacuation.
• Send Distress Signal
On command, First Officer will transmit "MAYDAY" message,
including position, course, speed, altitude, situation, intention, time and
position of intended touchdown, type of aircraft, and request ASR
intercept using prevailing air to ground frequency. He will set
transponder code 7700 and, if practical, advise Captain of course to
nearest ship or landfall.
UNANNUNCIATED
Sec. 2.0 Page 10 777
Rev. 05/01/02 #8 Continental Flight Manual
• Advise Crew and Passengers
Alert crew and passengers to prepare for ditching. Order all loose
equipment in aircraft secured. Put on life vest, shoulder harness, and seat
belts. Do not inflate life vest until after exiting the aircraft.
• Jettison Fuel As Required
Consider jettisoning fuel prior to ditching if emergency permits. This
will provide greater buoyancy and a lower V RE f- However, do not reduce
the fuel to a critical amount, since ditching with thrust available improves
the ability to properly control touchdown.
• Accomplish IN RANGE CHECKLIST.
Doors
The aircraft is equipped with 8 slide rafts. In a ditching situation, all cabin
exits will normally be usable; however, situational awareness should always
prevail. No exit that is below the water line should be used unless no other
alternative is available.
Raft Capacity
The B777 is equipped with 8 slide rafts with the following capacities:
Exit Location
Normal Capacity
Overload Capacity
1L/1R
65/65
81 /81
2L/2R
57/57
71 /71
3L/3R
51 /51
63/63
4L/4R
60/60
75/75
Totals
466
580
The overload capacity is calculated as the number of people inside the raft
and maintaining 6" of raft above the waterline.
Survival Equipment
Each Slide / Raft has a survival kit tethered to it. After separating the raft
from the aircraft, the survival kit should be retrieved immediately. Each kit is
divided into two separate compartments. One compartment contains the
canopy and supports while the other compartment contains all other survival
equipment divided between two vacuum-sealed pouches.
UNANNUNCIATED
777 Sec. 2.0 Page 11
Flight Manual Continental Rev. 05/01/02 #8
The equipment side of the survival kit contains:
• Sky Blazer Flares • Battery Flashlights • Sea Dye Marker
• Signal Mirror • Whistle • Bailing Bucket
• First Aid Kit • Drinking Water • Raft Repair Kits
• Water Proof / Tear Resistant Survival Manual
The hand pump is attached to the raft adjacent to the inflation / deflation
valves.
Erecting Canopy
• Remove canopy and support rods from the survival kit.
• Unfold canopy down the length of the raft.
• Attach canopy to the inflated canopy side supports on the raft (on some
rafts, the aspirator valves will serve as supports).
• Assemble the center support rods (3 piece rods attach down the center of
the raft, 2 piece rods attach at each end of the raft).
• Tie down the sides of the canopy to the raft.
Emergency Transmitters
The B777 has 2 emergency locator transmitters attached to the slide / rafts at
doors 1 L and 4R.
• Transmitter should activate automatically upon deployment of slide/raft.
• Check for red light flashing; if not flashing ensure lanyard is pulled.
• Touch the contact pads at the base of the antenna with a damp finger.
• Straighten the antenna if bent.
UNANNUNCIATED
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Rev. 05/01/02 #8 Continental Flight Manual
Flight Attendant Responsibilities
Land and Ditching
F/A
JUMPSEAT
EMER. &
NORMAL
DEMO
AREA OF
RESPON.
BRIEFS
ABAs
COMM.
EVAC.
A
1 L, Aft Facing
P.A.
A Zone
3 For Door 1L
1L
B
2R
A Zone, First
Row, A/C Left
A Zone
3 For Door 2R
2R
c
2L
B Zone First
Row, A/C Left
Mid Galley &
B Zone
3 For Door 2L
2L
D
3L, Aft Facing
D Zone, First
Row, A/C Left
C Zone
3 For Door 3L
3L
E
4L, Fwd
Facing
D Zone, Mid
Cabin, A/C Left
Aft Galley & D
Zone
3 For Door 4L
4L
F
3R, Aft Facing
C Zone, First
Row, A/C
Right
D Zone
3 For door 3R
3R
G
4R Fwd
Facing
D Zone, First
Row, A/C
Right
D Zone
3 For Door 4R
4R
H
1R
A Zone, First
Row, A/C
Right
Fwd Galley
And A Zone
3 For Door 1 R
1R
1
3L, Fwd
Facing
C Zone, First
Row, A/C Left
C Zone
Assist As
Needed
Cabin Director,
C Zone
ABOVE FLIGHT ATTENDANTS ARE MINIMUM CREW
J
3R, Fwd
Facing
B Zone, First
Row, A/C
Right
C Zone
Assist As
Needed
Assist As
Needed
K
4R, Aft Facing
Aisle
C Zone, Mid
Cabin, A/C
Right
Assist As
Needed
Assist As
Needed
Assist As
Needed
L
1L, Fwd
Facing
Assist As
Needed
Assist As
Needed
Assist As
Needed
Assist As
Needed
M
4L, Aft Facing,
Aisle
Assist As
Needed
Assist As
Needed
Assist As
Needed
Assist As
Needed
N
4, Aft Facing,
Center
Assist As
Needed
Assist As
Needed
Assist As
Needed
Assist As
Needed
O
45F
Assist As
Needed
Assist As
Needed
Assist As
Needed
Assist As
Needed
In a ditching situation:
□ A Zone Rows 1-5
□ B Zone Rows 8-10 (On some aircraft, B zone is rows 8-11)
□ C Zone Rows 16-28 (On some aircraft, C zone is rows 16 - 27)
□ D Zone Rows 32 - 45
□ Flight Attendant A ensures the emergency lights are activated.
□ Flight Attendants B and E retrieve spare life vests.
UNANNUNCIATED
777 Sec. 2.0 Page 13
Flight Manual Continental Rev. 05/01/02 #8
Flight Deck Ditching Responsibilities
CAPTAIN
FIRST OFFICER
IRO*
Advise cockpit & cabin crew to
When advised to prepare for
When advised to prepare
prepare for ditching.
ditching:
for ditching:
B
Don lite vest (do not inflate)
Don life vest do not inflate
Don lite vest do not inflate
E
Determine position and set
Send distress call (Mayday)
Secure loose gear
_
course for nearest land or
Give position, status and
Secure cockpit door open
r
surface vessel.
intentions.
O
Determine if fuel is to be
Select transponder to 7700.
R
dumped.
Jettison fuel on command;
E
Confirm cabin is depressurized
prior to ditching.
when complete secure jettison
system.
L
Advise cabin crew and
Below 5,000':
A
passengers when within 30
GPWS:
N
seconds of impact (seat belt
sign ON).
Gear override switch to
D
override.
Emergency light switch ON.
1
Terrain override switch
N
Land with gear up and full flaps.
to override.
G
Land with 4°-5° pitch up.
Depressurize on command:
Pack switches off
Outflow valve switches
both manual
Oi itfln\A/ \/al\/P mani ml
switches both closed
APU switch off
If no IRO:
Secure loose gear
Secure cockpit door
open
W
Fuel control switches to cutoff
Override and pull APU fire
Proceed to overwing area.
switch.
Evaluate escape potential;
O A
Passenger evacuation
supervise and assist cabin
N T
"Easy Victor, Easy Victor '
Proceed to overwing area.
E
crew in evacuating aircraft.
Evaluate escape potential;
R
supervise and assist cabin
crew in evacuating aircraft.
A
Verify survival gear, food, water
Verify survival gear, food,
Verify survival gear, food,
A I
B R
A C
is in raft.
water is in raft.
water is in raft.
After all possible assistance is
After all possible assistance is
After all possible assistance
N R
rendered, board and take
rendered, board and take
is rendered, board and take
D A
command of any raft. Ensure
command of any raft. Ensure
command of any raft.
O F
N T
separation from girt.
separation from girt.
Ensure separation from girt.
*Aircraft Qualified Observer assist / perform duties of the IRO. All other observers return to
cabin and assist flight attendants with customer evacuation.
UNANNUNCIATED
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111
Flight Manual
(u) DUAL ENG FAIL/STALL
Condition: Engine speed for both engines is below idle.
This procedure is to be used if throttle response is lost from both engines.
The procedure can be used at any speed or altitude in the aircraft's operating
envelope. The probability of a hot start is increased above 30,000 feet. The
probability of a successful start is improved at altitudes below 30,000 feet.
For descent information see the Two-Engine Inoperative Driftdown Chart in
Section 5.
During descent, this condition may first be indicated by elec ac bus l, r or
eng oil press l, r EICAS messages. If these messages appear during descent,
check N 2 and EGT to verify engine operation.
IMMEDIATE ACTION
Fuel Control Switches
CUTOFF, THEN RUN
Attempts to clear stall condition and allow engines to be put into start
mode.
PUSH
Push and hold for 1 second.
Backs up automatic deployment of RAT.
The immediate action item should be accomplished expeditiously to effect an
immediate restart before the engines have spooled down completely.
This emergency is most likely the result of flight into areas of heavy/extreme
precipitation, severe turbulence or volcanic ash. In such conditions, it may
take up to two and a half minutes to accelerate to idle thrust. Successful
start(s) may not be possible until after leaving the precipitation. Repeated
attempts at restarting the engine(s) may be necessary once clear of heavy rain,
sleet, or hail.
An auto-relight is provided for flameout protection. Whenever the EEC
detects an engine flameout, both igniters are activated. A flameout is
detected when a rapid decrease in N 2 occurs, or N 2 is less than idle RPM. For
in-flight starts, autostart makes continuous attempts until the engine either
starts or the pilot aborts the start attempt by positioning the fuel control
switch to cutoff (and positioning the start switch to norm if it was a starter
assisted attempt.)
(Continued)
Continental
UNANNUNCIATED
Sec. 2.0 Page 15
Rev. 05/01/02 #8
SECONDARY ACTION
Airspeed
ABOVE 270 KTS
Ensures best windmill start capability. Engines may accelerate to idle
slowly. The time from fuel control switch to run to stabilized idle may
be as long as two and a half minutes. If N2 is steadily increasing, and
EGT remains within limits, the start is progressing normally.
Be aware of possible asymmetrical thrust conditions depending upon
individual engine start and acceleration times.
Restores flight control normal mode following reversion to secondary
mode caused by loss of pitot heat.
Autopilot can be re-engaged when flight control normal mode is restored.
APU Selector (If APU Available)
START, RELEASE TO ON
Backs up automatic APU start
When heat pitot l+c+r message no longer displayed:
Primary Flight Computers
Disconnect Switch
DISC,THEN AUTO
* -k -k *
UNANNUNCIATED
Sec. 2.0 Page 16
Rev. 05/01/02 #8 Continental
111
Flight Manual
(u) EMER EVAC PLANNED
The possibility of a passenger evacuation may be anticipated or
unanticipated. However, it is impossible to include all of the variables. Any
time the situation demands a deviation from the established procedure, crew
members should exercise their best judgment and act accordingly.
Primary evacuation route for the cockpit crew is through the passenger cabin,
assisting as necessary, and exiting down on of the evacuation slides.
Secondary evacuation route is through the cockpit windows. It is not
intended that crew members assume unnecessary risks. When all efforts to
aid passengers have been expended, the crew should act in the best interest of
personal safety. When an emergency occurs inflight which could result in an
evacuation, the passenger evacuation planned checklist will be used.
• Advise flight attendants of emergency.
T - Type of emergency expected.
E - Evacuation, will it be necessary?
S - Signal for brace and evacuation.
T - Time available for preparation.
• Notify ATC and the Company.
• Unlock cockpit door and lock open
• Jettison fuel (if advisable).
WHEN BELOW 10,000 FEET
• Depressurize aircraft before landing, Turn L+R pack off.
• OUTFLOW VALVE switches both MAN.
• OUTLFO W MAN switches both OPEN .
• It is recommended that all available gear be extended.
• 30 seconds prior to touchdown, make a PA: "BRACE FOR IMPACT"
• Turn on emergency lights.
Do not accomplish the following checklists:
PACK L
PACK R
CABIN ALTITUDE AUTO
(Continued)
UNANNUNCIATED
777 Sec. 2.0 Page 17
Flight Manual Continental Rev. 05/01/02 #8
AFTER AIRCRAFT COMES TO STOP
Parking Brake SET (C)
Tower/Ground CONTACT (C)
Outflow Valve Switches MAN (F)
Outflow Valve Manual Switches OPEN (F)
IF Evacuation Is Required:
Fuel Control Switches CUTOFF (C)
Passenger Evacuation EASY VICTOR, EASY VICTOR (C)
Engine Fire Switches PULL AND ROTATE (F)
APU Fire Switch OVERRIDE, PULL AND ROTATE (F)
(CAPTAIN DUTIES)
Parking Brake SET (C)
Ensure Parking Brake Set to prevent aircraft movement while evaluating
the requirement for evacuation.
Tower / Ground CONTACT (C)
Contact any available resources outside the aircraft for information,
which will assist in the evacuation decision. Notify of abnormal aircraft
conditions and the decision to evacuate or not.
(FIRST OFFICER DUTIES)
Note : PA: "REMAIN SEATED, REMAIN SEATED. As the aircraft
comes to a stop make a PA to allow time to configure the aircraft for
evacuation.
(Continued)
UNANNUNCIATED
Sec. 2.0 Page 18 777
Rev. 05/01/02 #8 Continental Flight Manual
Outflow Valve Switches MAN (F)
Select the FWD and AFT outflow valve switches to manual to facilitate
depressurizing the aircraft in preparation for evacuation should the
Captain confirm the need to evacuate.
Outflow Valve Manual Switches OPEN (F)
Manually open both outflow valves to ensure aircraft is depressurized for
opening passenger entry doors if the Captain confirms the need to
evacuate.
IF Evacuation Is Required:
n
OR
(CAPTAIN DUTIES)
Fuel Control Switches CUTOFF (C)
Shuts down engines, unlocks engine fire switches, and ensures
passenger entry door flight locks are unlocked. For the safety of
personnel evacuating, ensure positive shutdown of both engines
when the decision is made to evacuate the aircraft.
Passenger Evacuation "EASY VICTOR, EASY VICTOR" (C)
Command the crew to begin evacuation by stating "EASY VICTOR,
EASY VICTOR" using the PA. system. Do not specify an exit or
exits to be used. Flight Attendants are trained to evaluate escape
potential at each exit and use or block exits based on observed
conditions. Notify the Tower.
(FIRST OFFICER DUTIES)
Engine Fire Switches PULL AND ROTATE (F)
Engines: Rotate switches in opposite directions. Rotate to the stop
and hold for 1 second. Shuts off combustibles and discharges fire
extinguisher bottles to reduce potential risk of fire.
APU Fire Switch OVERRIDE, PULL AND ROTATE (F)
APU: Override and rotate switch to the stop and hold for 1 second.
Shuts down APU, discharges fire extinguisher bottle to reduce
potential risk of fire, and removes electrical power which ensures
passenger entry door flight locks are unlocked.
(Continued)
UNANNUNCIATED
777 Sec. 2.0 Page 19
Flight Manual Continental Rev. 05/01/02 #8
<~Y (CREW EVACUATION DUTIES)
Captain: Direct and assist passenger evacuation. Ensure all
passengers and crew have evacuated the aircraft.
F/O: Assist Flight Attendants as necessary to ensure appropriate
door(s) open and escape slide activated. Proceed to ground
without delay. Evaluate escape routes, coordinate, and
assist with evacuation. Direct passengers to assembly point.
IRO/ACM: If qualified, assist Flight Attendants in passenger
evacuation.
Preferred Routes Of Escape - Land
Belly Landing (All Gear Retracted)
Evacuation Routes:
• All slides are very shallow.
Nose Gear Collapse (Nose Low / Tail High)
Evacuation Routes:
• Forward slides are very shallow.
• Aft slides are very steep, but usable.
Main Gear Collapse (Nose High / Tail Low)
Evacuation Routes:
• Forward slides are slightly steeper than normal.
• Aft slides are shallow.
One Main Gear Collapse (One Side High / One Side Low)
Evacuation Routes:
• All slides usable. Caution should be used at exits on the high side
due to possible steep angle of slides.
• Potential fire hazard on low side.
(Continued)
UNANNUNCIATED
Sec. 2.0 Page 20
Rev. 05/01/02 #8
Continental
111
Flight Manual
T
IF Evacuation Is Not Required:
Identify the malfunction and accomplish the appropriate checklist, as
required.
AFTER PROBLEM IS STABILIZED
Do not taxi until the flight attendants verify all passengers are seated and
all doors / exits are closed.
A brief PA reassuring that the situation is under control and advising of
your intentions will assist the cabin crew in controlling the cabin and
relieving passenger concerns.
After Landing Checklist ACCOMPLISH
Caution : If tire damage is suspected, do not retract flaps.
* * * *
Continental
UNANNUNCIATED
Sec. 2.0 Page 21
Rev. 05/01/02 #8
EMER EVAC PROCEDURE
The Emergency Evacuation Checklist should be used in any situation where
the Captain feels the potential for evacuation exists. Initiating the checklist
does not indicate that an evacuation will occur, it merely sets in motion a
procedure, which will prepare the aircraft for orderly evacuation of all
passengers and crew immediately after the ultimate decision to evacuate, is
made by the Captain. The Captain's primary responsibility is to decide if the
passenger evacuation is necessary. The F/O's primary responsibility is to
configure the aircraft so that if the Captain decides to evacuate, the aircraft is
immediately ready.
The checklist and aircraft evacuation placard indicates a two-step procedure.
The upper portion of the checklist (those steps above the statement "If
Evacuation is Required") defines the preparation and decision making steps.
Duties normally performed by the Captain are listed first, followed by F/O
duties. A blank line separates the steps. These steps should be performed
essentially simultaneously and by reference to the placard and flow if
applicable. The lower portion of the checklist defines the steps to be
performed if the Captain has made a decision to evacuate the aircraft. The
steps normally performed by the Captain are listed first and the F/O steps
printed following a blank line.
Once the aircraft is at a complete stop, the Captain will set the parking brake
and call for the Emergency Evacuation Checklist. The Captain should then
communicate with whomever he feels may be able to offer information, which
will aid in the evacuation decision, i.e., ATC, ground vehicles, and cabin
crew. The F/O should take the initiative to prompt the Captain if he/she
neglects to call for the Emergency Evacuation Checklist. These steps are
"transparent" to passengers and cabin crew and should not create a potential
for an uncommanded evacuation.
While the Captain is making the evacuation decision, the F/O will quickly
perform or verify the steps of the checklist down to the statement "If
Evacuation is Required," by flow and/or reference to the evacuation placard.
If the placard was not used initially, the checklist should be performed by
Challenge / Response / Response down to the decision point. At this time the
checklist should be paused and the F/O should direct his/her attention to the
Captain to be ready to proceed with the course of action decided by the
Captain. If the Captain decides an evacuation is required, he/she will position
the start levers to cutoff and order the evacuation by using the PA. When the
F/O notes the Captain's decision by verbal confirmation from the Captain or
by observing the evacuation command, he/she will continue the final steps of
the checklist by Challenge / Response / Response.
UNANNUNCIATED
Sec. 2.0 Page 22 7 77
Rev. 05/01/02 #8 Continental Flight Manual
If the Captain decides not to evacuate the aircraft the F/O will await further
direction by the Captain. A "REMAIN SEATED" command and PA
announcement to inform and calm the passengers should be given by the
Captain or his designee.
UNANNUNCIATED
777 Sec. 2.0 Page 23
Flight Manual Continental Rev. 05/01/02 #8
" (u) ENG ABORTED START L, R
Condition: Start parameters exceeded or EGT rising rapidly approaching
limit during an engine manual start.
Fuel Control Switch CUTOFF
Removes fuel and ignition from the engine.
IF On The Ground:
Start/Ignition Selector START
Motor engine for 30 seconds.
Expels unused fuel from the engine.
Start/Ignition Selector NORM
* * * *
UNANNUNCIATED
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Flight Manual
(u) ENG BATTERY START
Accomplish the normal EXTERIOR INSPECTION and the normal
PREFLIGHT PROCEDURE - First Officer, through "Circuit Breakers
Check."
Battery Switch ON
CI and C2 Primary Pump Switches and
All Demand Pump Selectors OFF
Wiper Selectors OFF
Landing Gear Lever DN
Alternate Flaps Selector OFF
Standby Power Switch (Overhead
Maintenance Panel) PUSH TO BAT,
RELEASE TO AUTO
Center Bleed Isolation Switch OFF
Ground Pneumatic Source (If Available) CONNECT
IF The APU Is Required For Pneumatic Power:
APU Selector START, RELEASE TO ON
Speedbrake Lever DOWN
Reverse Thrust Levers DOWN
Thrust Levers CLOSED
Flap Position Indication And Flap Lever AGREE
Parking Brake Lever SET
Fuel Control Switches CUTOFF
Captain's Audio Control Panel SET
Start the left engine using the normal Engine Start procedure. Bleed air
is available only to the left engine.
Limit start attempts to one autostart or two manual start attempts.
(Continued)
UNANNUNCIATED
777 Sec. 2.0 Page 25
Flight Manual Continental Rev. 05/01/02 #8
AFTER LEFT ENGINE IS STARTED
Ground Pneumatic Source (If Used) DISCONNECT
Center Bleed Isolation Switch AUTO
Complete the normal Preflight, Before Start, and Engine Start
procedures.
k k k k
UNANNUNCIATED
Sec. 2.0 Page 26 7 77
Rev. 05/01/02 #8 Continental Flight Manual
(u) ENG CROSSBLEED START
The APU must be shutdown or the APU Bleed switch must be turned off.
Verify the area behind the aircraft is clear of equipment and personnel prior
to increasing thrust on operating engine.
Thrust Lever (Operating Engine) ADVANCE
Increase thrust until 5% N 2 above idle (25 PSI minimum duct pressure).
Accomplish normal engine start.
* * * *
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UNANNUNCIATED
Sec. 2.0 Page 27
Rev. 11/01/02 #9
(u) ENG INFLIGHT START L, R
Condition: Engine start is desired after a shutdown with no fire or apparent
damage.
If not previously accomplished, complete the ENG FAIL L, R or FIRE ENG L, R
CHECKLIST before attempting a restart.
Evaluate engine indications for evidence of damage, which would preclude a
restart attempt.
Check the INFLIGHT START ENVELOPE to determine if a windmilling start or
starter assist is required.
Starts may be attempted but are not assured outside EICAS envelope.
Monitor EGT during start. Prevents EGT exceedance because autostart
allows EGT to exceed the inflight start limit.
IF x-bld Displayed:
▲ I
Start/Ignition Selector START
— ' — i Allows air to starter for a crossbleed start.
OR]
Fuel Control Switch RUN
For autostart off, position to run at maximum motoring.
IF x-bld Not Displayed:
Fuel Control Switch RUN
Engine may accelerate to idle slowly. The time from fuel control
switch to run to stabilized idle may be as long as two and a half
minutes. If N2 is steadily increasing, and EGT remains within
limits, the start is progressing normally.
IF Engine Starts And Operates Normally:
Ground Proximity Flap Override Switch OFF
Transponder Mode Selector TA/RA
Autothrottle Arm Switch ARM
* * * *
UNANNUNCIATED
Sec. 2.0 Page 28
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Flight Manual
(u) ENG LIM/SURGE/STALL L, R
Condition: Engine indications are abnormal or are approaching or exceeding
limits, abnormal engine noises are heard, or there is no response
to thrust lever movement.
Autothrottle Arm Switch OFF
Allows thrust lever to remain where manually positioned.
Thrust Lever RETARD
Retard until indications remain within appropriate limits or the thrust
lever is closed.
Stabilizes airflow through engine.
IF Indications Abnormal Or EGT Continues To Increase:
Fuel Control Switch CUTOFF
APU Selector (If APU Available) START, RELEASE TO ON
Provides an additional source of electrical power.
Transponder Mode Selector TA ONLY
OR
Prevents climb commands which can exceed single engine
performance capability.
Plan to land at the nearest suitable airport.
IF Indications Stabilized/EGT Decreasing:
Thrust Lever ADVANCE
Advance slowly. Check that RPM and EGT follow thrust lever
movement.
Attempts to restore normal control of engine operation.
Operate engine normally or at a reduced thrust level, which is
surge and stall free.
Ground Proximity Flap Override Switch OVRD
Note : Use Flaps 20 and V REF 20 for landing and Flaps 5 for go-around.
k k k k
UNANNUNCIATED
777 Sec. 2.0 Page 29
Flight Manual Continental Rev. 05/01/02 #8
(u) ENG MANUAL START
Autostart Switch OFF
Start / Ignition Selector START
Oil pressure should rise before selecting run.
Place Fuel Control Switch to run when engine reaches max motoring,
minimum N2 22%.
Fuel Control Switch RUN
EGT should rise within 20 seconds after selecting run.
N] rotation must be indicated by 50% N 2 .
Monitor engine parameters for exceedance.
N 2 should reach idle within two minutes after selecting run.
Autostart Switch ON
When both engines are stabilized at idle.
If both engines are to be started manually, the autostart switch may remain
off between manual starts.
Captain
First Officer
Announce start sequence.
Position AUTOSTART switch to OFF.
Call "START ENGINE."
Position START/IGNITION selector to
START.
Observe oil pressure increase.
Position FUEL CONTROL switch to
RUN at max motoring N 2 .
Observe initial EGT rise and EGT within limits.
When engine is stabilized at idle, push
AUTOSTART switch ON.
* * * *
UNANNUNCIATED
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(u) ENG START VALVE MANUAL
Start the engine using normal engine start procedure, except direct the ground
crew to:
• Manually open the start valve after positioning start/ignition selector to
START
• Manually close the start valve at 62% N 2 .
Repeat procedure to start remaining engine.
* * -k -k
" (u) ENG START WITH EXT AIR
Condition: APU air insufficient or unavailable.
Coordinate with ground crew placement of pneumatic air cart(s) on left side
of aircraft.
Start right engine.
If a battery start is required (battery powers left start valve only) or left engine
must be started first for operational reasons, the pneumatic air cart(s) may be
positioned on the right side of the aircraft and the left engine started first.
Verify with ground crew that pneumatic air cart(s) clear of aircraft.
IF Crossbleed Start Required:
The APU must be shutdown or the APU bleed switch must be turned off.
Verify the area behind the aircraft is clear of equipment and personnel
prior to increasing thrust on operating engine.
Thrust Lever (Operating Engine) ADVANCE
Increase thrust until 5% N 2 above idle (25 PSI minimum duct
pressure).
Accomplish normal engine start.
* * * *
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UNANNUNCIATED
Sec. 2.0 Page 31
Rev. 05/01/02 #8
(u) ENG SVR DAMAGE/SEP L, R
Condition: Engine has severe damage, vibration, or has separated.
This procedure is to be used for engine separation, shutdown due to severe
damage, or shutdown for precautionary reasons.
Autothrottle Arm Switch OFF
Allows thrust lever to remain where manually positioned.
Thrust Lever CLOSE
Assists in recognition of affected engine.
Fuel Control Switch CUTOFF
Engine Fire Switch PULL
Shuts off fuel and hydraulic fluid.
IF High Airframe Vibration Occurs And Continues After Engine Shutdown:
Without delay, reduce airspeed and descend to a safe altitude which
results in an acceptable vibration level.
If high vibration returns and further airspeed reduction and descent is not
practical, increasing the airspeed may reduce the vibration.
APU Selector (If APU Available) START, RELEASE TO ON
Provides an additional source of electrical power.
Transponder Mode Selector TA ONLY
Prevents climb commands which can exceed single engine performance
capability.
Plan to land at the nearest suitable airport.
Ground Proximity Flap Override Switch OVRD
Note : Use Flaps 20 and Vref 20 for landing and Flaps 5 for go-around.
(Continued)
UNANNUNCIATED
Sec. 2.0 Page 32
Rev. 05/01/02 #8
Continental
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Flight Manual
Logbook entries, if time and conditions permit.
• Windmill RPM
• Windmill time
• Windmill oil pressure
• Length of time engine windmilled without oil pressure
• Oil pressure at time of shutdown
Coordinate any procedure requiring an engine shutdown with ATC as soon as
possible. If the shutdown occurs at an altitude above the single engine
ceiling, initiate driftdown procedures. FMC information is available on the
engine-out climb or cruise pages as applicable. Use these pages for driftdown
speeds and power settings.
Condition: An engine tailpipe fire is reported with no engine fire warning.
it it it it
(u) FIRE ENG TAILPIPE L, R
Fuel Control Switch
CUT OFF
Removes fuel and ignition from the engine.
IF Bleed Air Available:
Start / Ignition Selector
Motor engine until tailpipe fire is reported extinguished.
START
Start / Ignition Selector.
NORM
Tower And Flight Attendants
NOTIFY
* * it it
Temporary Revision
UN ANNUNCIATED 777
Sec. 2.0 Page 32-A Continental Flight Manual
TR 02-04 12/17/02
(u) FLIGHT DECK DOOR EMRG ENTRY ACTIVE
Condition: The FLIGHT DECK DOOR EMERGENCY ENTRANCE system
has been activated for emergency flight deck access, or there is a
significant security incident in the cabin.
| IMMEDIATE ACTION 1
Flight Deck Door HARD LOCK Switch PUSH
This locks the door for 30 minutes. The 30-minute timer may be reset at any
point by pushing the HARD LOCK switch again. Immediately contact the cabin
and use the door viewing port to determine the nature of the incident. If
communications with the cabin are not possible and the flight crew is unable
to determine the severity of the incident, it will be considered a LEVEL 4
SECURITY INCIDENT.
If the HARD LOCK mode is not engaged, it presumes that all pilots are
incapacitated, and after 30-seconds the alert warning will stop and the door will
be unlocked for only 5 seconds to allow opening. If the door is not opened
during this time, it will relock and the process will have to be repeated.
* * * *
(u) FLIGHT DECK DOOR UNLKD
Condition: There is a fault in the door control system, status lights, or lock
mechanism and the security of the door is unknown.
Flight Deck Door Mechanical Lock Pin ENGAGE
Use of the mechanical lock pin prevents door from being opened by the
FLIGHT DECK DOOR EMERGENCY ENTRANCE system. A flight
attendant, working crew member, or other authorized ACM / jumpseat rider
must remain on the flight deck to engage / disengage the mechanical lock pin
anytime there is only one pilot on the flight deck. This is to insure access to
the flight deck in the event the one pilot becomes incapacitated.
HARD LOCK Switch PUSH
If the unlkd light is illuminated (indicating a system fault), pushing the
hard lock switch:
Will:
extinguish the unlkd light
Will not:
engage hard lock mode
illuminate hard lock light
ensure the door is locked
* * * *
UNANNUNCIATED
777 Sec. 2.0 Page 33
Flight Manual Continental Rev. 05/01/02 #8
(u) FMC POSITION UPDATE
When the FMC message verify position is displayed, the FMC position may
require updating.
Pos Ref (Page 2/3) SELECT
POS REF 2/3 is the second page of POS INIT 1/3.
Compare the FMS positions with the displayed GPS, Radio, and Inertial
positions.
Select the most appropriate source for FMC position updating.
Update Arm Key SELECT
The arm prompt changes to armed and now prompts appear to the right
of the remaining position sources.
Appropriate Source Update Now Key PUSH
* -k -k *
UNANNUNCIATED
Sec. 2.0 Page 34
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Flight Manual
(u)
FUEL JETTISON
Condition: Fuel jettison is required.
Note : If the status message elms pho panel or elms P210 panel is displayed,
indicating loss of both channels within the respective ELMS module,
automatic shutoff function of the fuel jettison system is inoperative.
Fuel jettison will have to be terminated by manually turning off the fuel
jettison nozzle valves at the appropriate time. Additionally, the fuel
synoptic indications, flow bars, and time to jettison information will be
unreliable.
Fuel Jettison Arm Switch ARMED
IF Desired FUEL TO REMAIN Different Than Displayed FUEL TO
REMAIN:
Fuel To Remain Selector PULL, SET MANUALLY
Fuel Jettison Nozzle Switches ON
Record the time jettison began, Lat/Long, and wind.
Record the Lat/Long and the amount of fuel jettison.
Following the fuel jettison expect a 1 minute delay before the fuel quantity
reading is accurate.
WHEN FUEL JETTISON COMPLETE
Fuel Jettison Nozzle Switches
OFF
Fuel Jettison Arm Switch
OFF
•k -k -k -k
UNANNUNCIATED
777 Sec. 2.0 Page 35
Flight Manual Continental Rev. 05/01/02 #8
(u) FUEL LEAK
Condition: An in-flight fuel leak is suspected or confirmed.
One or more of the following may be evidence of a fuel leak:
Visual observation of fuel spray from strut/engine
Excessive engine fuel flow
Total fuel quantity decreasing at an abnormal rate
fuel imbalance EICAS message
fuel qty low EICAS message
fuel disagree message on the CDU scratchpad. (Displayed when
difference between totalizer and calculated fuel values exceed 9000 lbs.
for 5 min.)
• insufficient fuel message on the CDU scratchpad.
Center Fuel Pump Switches OFF
Crossfeed Switches OFF
Identify fuel leak at an engine by observing one main fuel tank quantity
decreasing faster than the other. An increase in fuel imbalance of
approximately 1000 lbs. or more in 30 minutes should be considered a
fuel leak. Conditions permitting visually check for engine fuel leak.
IF Engine Fuel Leak Confirmed:
Autothrottle Arm Switch (Affected Engine) OFF
Allows thrust lever to remain where manually positioned.
Thrust Lever (Affected Engine) CLOSE
Assists in recognition of affected engine.
Fuel Control Switch (Affected Engine) CUTOFF
APU Selector (If APU Available) START, RELEASE TO ON
Provides an additional source of electrical power.
Transponder Mode Selector TA ONLY
Prevents climb commands which can exceed single engine
performance capability.
(Continued)
UNANNUNCIATED
Sec. 2.0 Page 36
Rev. 05/01/02 #8
Continental
111
Flight Manual
IF fuel disagree CDU Scratchpad Message Displayed:
Progress Page 2
SELECT
Totalizer
SELECT USE
Totalizer use prompt (5L) available only after fuel disagree
message displayed on CDU scratchpad.
After engine shutdown, all remaining fuel can be used for the operating
engine. Resume normal fuel management procedures.
Plan to land at the nearest suitable airport.
Ground Proximity Flap Override Switch O VRD
Note : Use flaps 20 and V RE f 20 for landing and flaps 5 for go-around.
Note : All remaining fuel can be used for the operating engine. Plan to
balance fuel when the fuel imbalance message is displayed.
IF fuel qty low Message Displayed:
Crossfeed Switch (Either) ON
Fuel Pump Switches (All) ON
Note : Avoid high nose up attitude and excessive acceleration or
deceleration.
Do not accomplish the following checklist:
FUEL QTY LOW
it it it it
(u) GEAR LEVER LOCKED DN
Condition: Landing gear lever cannot be positioned to up.
Landing Gear Lever Lock Override Switch PUSH AND HOLD
Landing Gear Lever UP
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UNANNUNCIATED
Sec. 2.0 Page 37
Rev. 05/01/02 #8
(u) NAVAID INHIBIT
GPS position updates are allowed for all United States National Airspace
approach operations. Outside of this region, GPS position updates are
allowed during approaches only if the FMC database and approach charts are
referenced to the WGS-84 reference datum. GPS updates should be inhibited
for all other approach operations, unless other appropriate procedures are
used.
To Inhibit GPS:
Pos Ref Page 3/3 SELECT
POS REF 3/3 is the third page of POS INIT 1/3.
GPS NavKey PUSH
Verify GPS NAV off selected.
To inhibit VOR's, VOR/DME's, VORTAC's, or DME's:
Ink Ref Key PUSH
Index Key PUSH
NavData Key PUSH
To inhibit all VOR/DME data:
VOR/DME Nav Key PUSH
Verify VOR/DME NAV off selected.
Enter identifiers of specific navaids or VOR's to be inhibited on the
NAVAID INHIBIT or VOR ONLY INHIBIT lines.
* * * *
UNANNUNCIATED
Sec. 2.0 Page 38
Rev. 11/01/02 #9 Continental
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Flight Manual
(u) OVERWEIGHT LANDING
Condition: A landing at greater than maximum landing weight is required.
The autoland system is not certified for overweight landings. Acceptable
autoland performance cannot be assured at weights above the certified
maximum landing weight.
Note : A return to land on the takeoff runway is always acceptable, due to
accelerate stop distance requirements for takeoff.
Runways other than the takeoff runway require checking appropriate
Landing Distance Charts in Section 5.
Refer to LANDING CLIMB LIMIT WEIGHT chart.
LANDING CLIMB LIMIT WEIGHT
FLAPS 30
OAT
AIRPORT PRESSURE ALTITUDE (FT)
°C
°F
0
1000
2000
3000
54
129
507.3
50
122
531.7
512.1
492.3
45
113
565.0
544.1
523.4
503.5
40
104
602.3
578.0
566.0
535.1
35
95
639.1
612.0
590.8
565.7
30
86
663.4
638.7
613.8
589.3
25
77
664.5
648.8
632.7
610.2
20
68
665.6
649.7
633.6
614.6
15
59
666.7
650.8
634.7
615.5
10 i
x below
50 S
below
667.8
667.8
635.6
616.2
Based on engine bleed for 2 packs ON, APU operating, engine anti-ice ON or
OFF and wing anti-ice OFF.
With packs off, increase allowable weight by 6100 lbs.
With engine and wing anti-ice ON, decrease allowable weight by 5100 lbs.
Decrease allowable weight by 43250 lbs. for ice accumulation when operating
in icing conditions during any part of the flight with forecast landing
temperature below 10° C.
IF Landing Gross Weight Greater Than Landing Climb Limit Weight:
A Ground Proximity Flap Override Switch OVRD
dri Note : Use flaps 20 and V REF 20 for landing and flaps 5 for go-around.
UK
T k k k k
IF Landing Gross Weight Less Than Landing Climb Limit Weight:
Approach Ref Page SELECT
Gross WT ENTER
Enter estimated landing gross weight.
(Continued)
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UNANNUNCIATED
Sec. 2.0 Page 39
Rev. 11/01/02 #9
IF V REF 30 At Or Below 160 Knots:
i ^ Note : Use flaps 30 and V REF 30 for landing and flaps 20 for go
,— I — I around.
OR
* * * *
T
IF V REF 3 0 Above 1 60 Knots :
Note : Use flaps 25 and V REF 25 for landing and flaps 20 for go
around. This prevents the possibility of flap retraction during
the approach due to load relief activation.
* * * *
(u) PACKS OFF TAKEOFF
BEFORE TAKEOFF
Pack Switches OFF
Wait 30 seconds before setting takeoff thrust. (Allows packs to shut down and
EECs time to recompute maximum N ; line and reference / target Ni
indications.)
Do not accomplish the following checklists:
PACK L
PACK R
AFTER TAKEOFF
Pack Switches AUTO
After engine thrust is reduced from takeoff to climb and prior to reaching
3000 feet above field elevation, position both pack switches to auto.
•k -k -k -k
UNANNUNCIATED
Sec. 2.0 Page 40
Rev. 05/01/02 #8 Continental
111
Flight Manual
(u) QFE / METERS OPERATIONS
Condition: Landing or departure from a QFE / metric airport such as Russia
or mainland China is necessary. (Altitude assignments at and
above the Transition Level are in flight levels QNE / meters.
Altitude assignments below the Transition Level are in QFE /
meters.)
MCP Altitude Increment Selector AUTO
Set metric altitudes to closest higher MCP altitude in 100 ft increments.
Do not use Altitude Hold in an attempt to fly the exact metric altitude
(negates VNAV functions).
BARO Reference Selector HP A
MTRS Switch PUSH
CDU APPROACH REF Page SELECT QFE
Select QFE for LANDING REF
Sets the cabin pressurization schedule.
Sets landing altitude indication to zero altitude.
Enables PFD QFE labeling.
Arms PFD altitude tape to change to green background color upon
changing barometric setting between QNE and QFE.
MINS Reference Selector RADIO or BARO
Set appropriate QFE feet values for the approach (cannot set meters).
Barometric Standard Switch PUSH
Push std button when descending below the Transition Level or climbing
above the Transition Altitude.
Note : On the DESCENT FORECAST page, check / modify the
correct TRANS LVL, and on the VNAV CLB page check /
modify the correct TRANS ALT. These values may not be
correctly stored in the FMC database, or may be dependent
upon the local HPA pressure setting. With incorrect settings the
normal amber colored font reminder will be incorrect.
(Continued)
Continental
UNANNUNCIATED
Sec. 2.0 Page 41
Rev. 05/01/02 #8
LNAV
DISCONTINUE ONLY AS REQUIRED
LNAV may be used throughout descent and approach provided raw data
is cross checked. If there is any significant difference discontinue LNAV
and revert to raw data.
LNAV must be discontinued any time there is an active altitude
conditional waypoint below the Transition Level (QFE mode
incompatibility).
VNAV DISCONTINUE BELOW TRANSITION LEVEL
VNAV must not be used below the Transition Level due to inability to
function correctly when QFE mode is selected, flch is the preferred
mode for departure / arrival maneuvering, while fpa is the preferred
mode for the final segment of a non-precision approach.
Note : Controllers in these countries sometimes issue altimeter settings in
milli meters and/or with reference to QNH. Below the Transition
Level, insure that you have received an altimeter setting in
milli bars (HP A) referenced to QFE .
* -k -k *
UNANNUNCIATED
Sec. 2.0 Page 42 777
Rev. 05/01/02 #8 Continental Flight Manual
(u) REJECTED TAKEOFF
Captain "REJECT" (C)
Thrust Levers IDLE (C)
Autothrottles OFF (C)
Max Reverse INITIATE (C)
Brakes RTO OR MAX MANUAL (C)
Speed Brakes CHECK EXTENDED (C)
Note : Electronic Checklist begins at this point.
Tower/Ground NOTIFY (F)
Advise ATC that the takeoff is aborted and request assistance, if
applicable.
Passenger PA "REMAIN SEATED, REMAIN SEATED" (F)
Advise passengers to remain seated unless immediate evacuation is
required.
(CAPTAIN DUTIES)
Parking Brake AS REQUIRED (C)
Tower / Ground CONTACT (C)
Contact any available resources outside the aircraft for information,
which will assist in the evacuation decision. Notify of abnormal aircraft
conditions and the decision to evacuate or not.
(Continued)
UNANNUNCIATED
777 Sec. 2.0 Page 43
Flight Manual Continental Rev. 05/01/02 #8
(FIRST OFFICER DUTIES)
Outflow Valve Switches MAN (F)
Select the FWD and AFT outflow valve switches to manual to facilitate
depressurizing the aircraft in preparation for evacuation should the
Captain confirm the need to evacuate.
Outflow Valve Manual Switches OPEN (F)
Manually open both outflow valves to ensure the aircraft is depressurized
for opening passenger entry doors if the Captain confirms the need to
evacuate.
Do not accomplish the following checklist:
CABIN ALTITUDE AUTO
IF Evacuation Is Required:
(CAPTAIN DUTIES)
Parking Brake SET (C)
Fuel Control Switches CUTOFF (C)
Shuts down engines, unlocks engine fire switches and ensures
passenger entry door flight locks are unlocked. For the safety of the
personnel evacuating, ensure positive shutdown of both engines
when the decision is made to evacuate the aircraft.
Passenger Evacuation "EASY VICTOR, EASY VICTOR" (C)
Command the crew to begin evacuation by stating "EASY VICTOR,
EASY VICTOR" using the PA system. Do not specify an exit or
exits to be used. Flight attendants are trained to evaluate escape
potential at each exit and use or block exits based on observed
conditions.
OR
(FIRST OFFICER DUTIES)
Engine Fire Switches PULL AND ROTATE (F)
Engines: Rotate switches in opposite directions. Rotate to the stop
and hold for 1 second. Shuts off combustibles and discharges fire
extinguisher bottles to reduce potential risk of fire.
APU Fire Switch OVERRIDE, PULL AND ROTATE (F)
APU: Override and rotate switch to the stop and hold for 1 second.
Shuts down APU, discharges fire extinguisher bottle to reduce
potential risk of fire, and removes electrical power which ensures
passenger entry door flight locks are unlocked.
(Continued)
UNANNUNCIATED
Sec. 2.0 Page 44
Rev. 11/01/02 #9 Continental
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Flight Manual
~ CREW EVACUATION DUTIES
Captain: Direct and assist passenger evacuation. Ensure all
passengers and crew has evacuated the aircraft.
F/O: Assist Flight Attendants as necessary to ensure appropriate
door open and escape slide activated. Proceed to ground
without delay. Evaluate escape routes to coordinate and
assist with evacuation. Direct passengers to assembly point.
IRO/ACM: If qualified, assist Flight Attendants in passenger evacuation.
* * * *
▼
IF Evacuation Is Not Required:
Identify the malfunction and accomplish the appropriate checklist, as
required.
AFTER PROBLEM IS STABILIZED
Do not taxi until the flight attendants verify all passengers are seated and all
doors / exits are closed. A brief PA reassuring that the situation is under
control and advising of your intentions will assist the cabin crew in
controlling the cabin and relieving passenger concerns.
After Landing Checklist ACCOMPLISH
Caution : If tire damage is suspected, do not retract flaps.
Brake Temperature Indication
(On GEAR synoptic display) CHECK
If Rejected Takeoff was initiated above 100 kts or brake temperature
indications are rising rapidly toward the caution range:
• Clear the runway as soon as completion of checklist will permit.
• Do not set parking brake.
• Do not return to a congested ramp area.
• Do not allow anyone to approach the landing gear area until
temperature indications peak.
Note : Do not set parking brake with indications of 6.6 or greater.
Note : If rejected takeoff initiated above 85 knots, monitor
temperature for 1 5 minutes, cool as required by the peak
reading. Cooling time in the chart below begins when
indications peak.
(Continued)
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Flight Manual
Continental
UNANNUNCIATED
Sec. 2.0 Page 45
Rev. 05/01/02 #8
Numerical
Values
Range Value/
Symbol/
Cooling Time
U — Z.4
Normal/White/No Cooling Required
2.5
2.6-3.0
Normal/White/10 Minutes
Normal/White/20 Minutes
3.1 -3.5
o a o o
3.6 - 3.8
3.8-4.0
4.1 -4.5
4.6-5.0
Normal/White (Hottest Brake) 30 Minutes
LI | /i jt f ■ ' a ill J.L j_ 1 — t I \ A r\ |\ A " L
Normal/White (Hottest Brake) 40 Minutes
Normal/White (Hottest Brake) 50 Minutes
Normal/White (Hottest Brake) 60 Minutes
Normal/White (Hottest Brake) 70 Minutes
5.1 -6.5
Caution/Amber
Fuse plugs may melt, delay takeoff, and
re-inspect after 1 hour. EICAS: BRAKE
TEMP
6.6 or Greater
Caution/Amber
Fuse Plug Melt Zone
Clear runway immediately - do not set
parking brake. Tire and brake
replacement may be required. EICAS:
BRAKE TEMP
* -k -k *
UNANNUNCIATED
Sec. 2.0 Page 46
Rev. 11/01/02 #9
Continental
111
Flight Manual
REJECTED TAKEOFF PROCEDURE
A Rejected Takeoff (RTO) is a maneuver performed during the takeoff roll to
expeditiously stop the aircraft on the runway.
REJECTED TAKEOFF DECISION
At low speeds, (up to approximately 100 knots), the energy level is low,
therefore the aircraft should be stopped if an event occurs that would be
considered undesirable for continued takeoff. Examples include Master
Cautions or Warnings, unusual vibrations, or tire failure.
As the airspeed approaches Vi, the effort required to stop the aircraft can
approach the aircraft's maximum stopping capability. After 100 knots and
before Vi, the takeoff should be rejected only for engine failure, a confirmed
unsafe configuration, or other conditions that severely affect the safety of flight.
Vi is the maximum speed at which the RTO should be initiated. Therefore, the
decision to stop must be made prior to Vi.
Historically, rejecting a takeoff near V ; has often resulted in the aircraft coming
to a stop beyond the end of the runway. Common causes include initiating the
RTO at or after and failure to use proper procedures (maximum stopping
capability).
Do not reject the takeoff after V ; unless the Captain judges the aircraft
incapable of flight. Even if excess runway remains after Vi, there is no
assurance that the brakes and/or reversers will have the capacity to stop the
aircraft prior to the end of the runway.
REJECTED TAKEOFF MANEUVER
The Captain is responsible for performing all rejected takeoffs. When the First
Officer is making the takeoff, he/she will place both hands on the yoke after
initially setting takeoff power and the Captain has assumed control of the
throttles. The Captain will be prepared to perform the rejected takeoff
maneuver, if required. If a rejected takeoff is required or called for by the
Captain prior to the First Officer removing his/her hand from the thrust levers,
the First Officer will retard the thrust levers to idle and assist the Captain in the
rejected takeoff maneuver.
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UNANNUNCIATED
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Rev. 05/01/02 #8
During the takeoff roll, the Pilot Monitoring will monitor all instruments and
indicators. Below 100 knots, any abnormality should be called out. Above 100
knots the only callout normally made is "POWER LOSS". This callout is made
when any crewmember observes a confirmed engine power loss. Above 100
knots, other conditions that severely affect the safety of flight should also be
considered and, if appropriate, a callout made. If a non-normal is verbalized
during the takeoff roll, the Captain will evaluate the situation and make the go /
no-go decision. If the Captain elects to continue he/she should clearly and
loudly call out "CONTINUE". In this case, the Pilot Flying will continue the
takeoff using normal procedures.
If the Captain initiates a reject, he/she will clearly and loudly announce,
"REJECT". As the aircraft decelerates, the First Officer should ensure that
proper aileron control input is maintained. Additionally, during a First Officer
takeoff and after the Captain has assumed control of the thrust levers, the First
Officer will relinquish control of the aircraft to the Captain as soon as
"REJECT" is heard.
Transition to manual braking should be verbalized with the call "MANUAL
BRAKES".
As soon as conditions permit, the First Officer should notify ATC of the rejected
takeoff, and make a "REMAIN SEATED", "REMAIN SEATED"
announcement to the cabin.
During any rejected takeoff, the Captain should:
• Close the throttles.
• Disconnect autothrottle.
• Apply maximum reverse thrust.
• Ensure that the speedbrakes automatically deploy.
• Use RTO autobrakes (if available) to a complete stop.
In the event the speedbrakes do not deploy, the First Officer will call
"SPEEDBRAKES" and the Captain will manually deploy the speedbrakes. Use
RTO brakes or manual braking as required. On a wet or slippery runway, or
takeoff at or near maximum runway limit weight, an aborted takeoff at or near
Vi will require MAXIMUM use of all deceleration devices until reaching a full
stop.
Whenever a decision is made to reject a takeoff, the following limiting criteria
must be considered: weather conditions, runway length and conditions, aircraft
weight and takeoff performance limits, and MEL/CDL items affecting aircraft
performance.
UNANNUNCIATED
Sec. 2.0 Page 48
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Flight Manual
REJECTED TAKEOFF CONSIDERATIONS
Below 100 Knots
Above 100 Knots
• Engine Failure / Fire
• Unsafe / Unable to Fly
• Cabin Smoke / Fire
• System Failure
• Unusual Noise or Vibration
• Tire Failure
• Abnormal Acceleration
• Takeoff Configuration Warning
• Windshear Warning
• Engine Failure
• Unsafe / Unable to Fly
Caution: For the B777 any
takeoff confiquration
warninq (such as
CONFIG DOORS, CONFIG
flaps, etc.) should be
considered as an
"Unsafe to Fly" condition.
Once the aircraft has slowed to a safe speed, it is up to the Captain:
• When and where to exit the active runway.
• When and if to set the parking brake.
• To make a decision whether to evacuate the aircraft, return to the gate, or
return for takeoff. Additional information may be required.
In order to determine the best course of action, the following factors should
be considered:
• What was the reason for the rejected takeoff - a mechanical problem, an
ATC call, etc?
• What is the overall status of the aircraft - is it able to safely taxi?
• What is the status of the F/As, passengers and emergency exits - are they
seated and are all doors closed?
• Is emergency equipment required, and can they access the aircraft better
on the runway or taxiway?
• Is it prudent to set the parking brake while evaluating the situation if the
brakes are very hot?
• What are the effects of hot brakes and tires as it pertains to brake fires,
blown fuse plugs, and hazards to ground personnel?
• Is there any other relevant information pertinent to assessing the
situation?
If there is doubt as to the most appropriate course of action, the aircraft
should be stopped straight ahead on the runway until the situation can be
resolved. After the aircraft comes to a complete stop, the Captain will call for
the REJECTED TAKEOFF CHECKLIST.
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UNANNUNCIATED
Sec. 2.0 Page 49
Rev. 11/01/02 #9
REJECTED TAKEOFF DUTIES
During takeoff, the crewmember recognizing the malfunction will call it out
clearly and precisely.
CAPTAIN
Calls "REJECT"
Simultaneously brings both thrust
levers to idle and disengages the
autothrottles.
Confirms RTO braking or initiates
maximum manual braking.
Initiates maximum reverse thrust
consistent with runway and aircraft
conditions.
Raise speedbrake lever if not already
up.
Announces "MANUAL BRAKES"
when autobrakes disengage.
Calls for "REJECTED TAKEOFF
CHECKLIST."
FIRST OFFICER
Confirms the following actions:
• Both thrust levers idle.
• Autothrottles disengaged.
• RTO or manual brakes.
• Reverse thrust.
• (Calls if other than both reversers
operating normally, such as
"LEFT REVERSER ONLY.")
• Speedbrake lever full up. (If
speedbrake lever is not up calls
"SPEEDBRAKES.")
Call "80 KNOTS."
Calls "MANUAL BRAKES" if not
called by the Captain.
Contact Tower/Ground of reject and
status.
Notify cabin to "REMAIN SEATED,
REMAIN SEATED."
Reads REJECTED TAKEOFF
checklist.
* * * *
UNANNUNCIATED
Sec. 2.0 Page 50 777
Rev. 05/01/02 #8 Continental Flight Manual
~(u) SMOKE /FUMES AIR COND
Condition: A concentration of air conditioning smoke / fumes is identified.
Oxygen Masks And Smoke Goggles (If Required) ON
Crew Communications (If Required) ESTABLISH
Recirculation Fan Switches OFF
Removes fans as a possible source of smoke. Stops recirculation of
smoke and increases fresh air flow.
APU Bleed Switch OFF
Removes APU, if running, as a possible source of smoke.
IF Smoke / Fumes Continues:
Center Bleed Isolation Switch OFF
Isolates left and right sides of the bleed air system.
Left Pack Switch OFF
Removes left side of the air conditioning system as a possible source
of smoke / fumes.
Left Trim Air Switch OFF
Removes left side of the trim air system as a possible source of
smoke / fumes.
Do not accomplish the following checklists:
PACK L
TRIM AIR L
IF Smoke / Fumes Continues:
Left Pack Switch AUTO
Restores left side of the air conditioning system.
Left Trim Air Switch ON
Restores left side of the trim air system.
(Continued)
Continental
UNANNUNCIATED
Sec. 2.0 Page 51
Rev. 05/01/02 #8
Right Pack Switch
OFF
Removes right side of the air conditioning system as a possible
source of smoke / fumes.
Removes right side of the trim air system as a possible source of
smoke / fumes.
Do not accomplish the following checklists:
PACK R
TRIM AIR R
IF Smoke / Fumes Is Persistent:
Plan to land at the nearest suitable airport.
Right Trim Air Switch
OFF
•k -k * *
UNANNUNCIATED
Sec. 2.0 Page 52
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111
Flight Manual
(u) SMOKE / FUMES / FIRE ELEC
Condition: Electrical smoke / fumes / fire is identified.
Oxygen Masks And Smoke Goggles (If Required) ON
Crew Communications (If Required) ESTABLISH
Recirculation Fans Switches (Both) OFF
IF Smoke / Fumes / Fire Source Known:
J_ Electrical Power (Affected Equipment) REMOVE
OR
If practical, remove power from affected equipment by switch or
circuit breaker in flight deck or cabin.
OR
IF Smoke / Fumes / Fire Persists Or Source Unknown And Inflight
Entertainment System / Passenger Seats And Cabin / Utility Power
Switches Installed On Electrical Panel:
Inflight Entertainment System / Passenger Seats Power Switch .. OFF
Cabin / Utility Power Switch OFF
Plan to land at the nearest suitable airport.
y k k k k
IF Smoke / Fumes / Fire Persists Or Source Unknown And Inflight
Entertainment System / Passenger Seats And Cabin / Utility Power
Switches Not Installed On Electrical Panel:
Cabin Reading And Galley Attendant Work Lights ON
Instruct Flight Attendants to:
• Turn on cabin reading lights switches.
• Turn on galley attendant work lights switches.
Cabin Equipment OFF
Instruct Flight Attendants to:
• Turn off galley power switches.
• Turn off cabin fluorescent light switches.
• Turn off main IFE and PC power switches above purser station.
Plan to land at the nearest suitable airport.
* * * *
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UNANNUNCIATED
Sec. 2.0 Page 53
Rev. 11/01/02 #9
(u) SMOKE / FUMES REMOVAL
Condition: Smoke / fumes removal is required.
Oxygen Masks And Smoke Goggles (If Required)
ON
Crew Communications (If Required)
ESTABLISH
Flight Deck Door
Prevents smoke / fumes from penetrating onto the flight deck.
CLOSE
Recirculation Fans Switches.
OFF
Stops recirculation of smoke / fumes and increases fresh air flow.
Equipment Cooling Switch
OFF
Attempts to discharge smoke overboard by using the equipment cooling
override mode.
Note : After 30 minutes of operation at low altitude and low cabin
differential pressure, electronic equipment and displays may fail.
Do not accomplish the following checklist:
EQUIP COOLING OVRD
IF Most Smoke / Fumes Is In Cabin Forward Of Mid- wing And Outflow
" Valve Manual Control Available:
Aft Outflow Valve Switch MAN
Aft Outflow Valve Manual Switch CLOSE
-J — | Position outflow valve fully closed.
Concentrates smoke / fumes in the forward part of the aircraft and
attempts to remove it through the forward outflow valve.
Do not accomplish the following checklist:
OUTFLOW VALVE AFT
OR
* * * *
(Continued)
UNANNUNCIATED
Sec. 2.0 Page 54 777
Rev. 05/01/02 #8 Continental Flight Manual
T
IF Most Smoke / Fumes Is In Cabin Aft Of Mid-wing And Outflow Valve
Manual Control Available:
Forward Outflow Valve Switch MAN
Forward Outflow Valve Manual Switch CLOSE
Position outflow valve fully closed.
Concentrates smoke / fumes in the aft part of the aircraft and
attempts to remove it through the aft outflow valve.
Do not accomplish the following checklist:
OUTFLOW VALVE FWD
k k k k
(u) VHF DATALINK RADIO RESET
Condition: Right VHF desired as DATA radio or right VHF is selected as
DATA radio and reset to center is desired.
If switching the default radio for suspected datalink reception
problems note that the center VHF radio antenna is located in
the upper mid fuselage area, and the right VHF antenna is
located in the lower aft fuselage area.
Display Select Panel COMM
On the MFD complete the following selections:
MANAGER SELECT
ACARS SELECT
ACARS PG 2 SELECT
ACARS MODE VHF SELECT
MANAGER SELECT
VHF SELECT
DEFAULT RADIO CENTER, RIGHT SELECT
AS APPROPRIATE
(Continued)
UNANNUNCIATED
777 Sec. 2.0 Page 55
Flight Manual Continental Rev. 05/01/02 #8
DEFAULT RADIO MODE: DATA VERIFY SELECTED
MANAGER SELECT
ACARS SELECT
ACARS PG 2 SELECT
ACARS MODE AUTO SELECT
Display Select Panel AS DESIRED
k k k k
(u) VOLCANIC ASH
Condition: Static discharge around the windshield, bright glow in the
engine inlets, smoke or dust on the flight deck, or acrid odor
indicates the aircraft is in volcanic ash.
Exit volcanic ash as quickly as possible. Consider a 1 80-degree turn.
Oxygen Mask And Smoke Goggles (If Required) ON
Crew Communications (If Required) ESTABLISH
Autothrottle Disconnect Switch PUSH
Allows thrust levers to remain where manually positioned.
Thrust Levers CLOSE
Conditions permitting, operate engines at idle.
Reduces possible engine damage and/or fiameout by decreasing EGT.
Engine Anti-ice Selectors ON
Increases bleed air extraction to improve engine stall margin.
Wing Anti-ice Selector ON
Increases bleed air extraction to improve engine stall margin.
Recirculation Fan Switches OFF
Increases bleed air extraction to improve engine stall margin by putting
packs into high flow.
APU Selector (If APU Available) START, RELEASE TO ON
Provides an electrical power source in the event one or both engines
flame out.
(Continued)
UNANNUNCIATED
Sec. 2.0 Page 56 777
Rev. 05/01/02 #8 Continental Flight Manual
Note : Volcanic ash can cause non-normal system reactions such as:
• Engine malfunctions, increasing EGT, engine stall or flameout
• Decrease or loss of airspeed indications
• equip cooling ovrd indications
• fire cargo fwd or aft indications.
IF Engines Flamed Out Or Stalled, Or EGT Rapidly Approaching Or
Exceeding Limit:
Fuel Control Switches CUTOFF, THEN RUN
Attempts to clear stall condition and allow engines to be put into
start mode.
Ram Air Turbine Switch PUSH
Push and hold for 1 second.
Backs up automatic deployment of the RAT.
Airspeed ABOVE 270 KTS
Ensures best windmill start capability.
Engines may accelerate to idle slowly. The time from fuel control switch
to run to stabilized idle may be as long as two and a half minutes. If N2
is steadily increasing, and EGT remains within limits, the start is
progressing normally.
Be aware of possible asymmetrical thrust condition depending upon
individual engine start and acceleration times.
When heat pitot l+c+r message displayed:
Primary Flight Computers
Disconnect Switch DISC, THEN AUTO
Restores flight control normal mode following reversion to
secondary mode caused by loss of pitot heat.
Autopilot can be re-engaged when flight control normal mode is
restored.
Plan to land at the nearest suitable airport.
* * * *
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UNANNUNCIATED
Sec. 2.0 Page 57
Rev. 05/01/02 #8
(u)
WINDOW DAMAGE L, R
Condition: Window 1L or 1R arcing, delamination, shattered, or cracked
condition is visually identified.
IF Window Arcing, Shattered, Or Cracked:
Delamination, shattering, or cracking of the outer pane of the
windshield does not affect the pressurization capability of the
window.
Do not accomplish the following checklist:
WINDOW HEAT FWD
Forward Window Heat Switch (Affected Window)
OFF
* * * *
UNANNUNCIATED
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INTENTIONALLY LEFT BLANK
AIRPLANE GENERAL
777 Sec. 2.1 TOC-1
Flight Manual Continental Rev. 11/01/02 #9
2.1 - AIRPLANE GENERAL
TABLE OF CONTENTS
CREW OXYGEN LOW 1
□ DOOR AFT CARGO 1
□ DOOR BULK CARGO 2
□ DOOR E/E ACCESS 2
□ DOOR ENTRY 1-4L, R 2
□ DOOR FWD ACCESS 3
□ DOOR FWD CARGO 3
DOORS 4
EMER LIGHTS 4
PASS OXYGEN ON 4
AIRPLANE GENERAL
Sec. 2.1 TOC-2 777
Rev. 11/01/02 #9 Continental Flight Manual
INTENTIONALLY LEFT BLANK
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AIRPLANE GENERAL
Sec. 2.1 Page 1
Rev. 11/01/02 #9
CREW OXYGEN LOW
Condition: Crew oxygen pressure is low.
it it it it
□ DOOR AFT CARGO
Condition: Aft cargo door is not closed and latched and locked.
Landing Altitude Selector
PULL, SET 8000
Reduces cabin differential pressure to decrease risk of door separation.
IF Aircraft Altitude at or below 8000 feet:
_ Level off at lowest safe altitude
OR
— , — I After level off allow sufficient time for cabin altitude to stabilize.
Minimizes passenger discomfort from effects of cabin
^ f depressurization.
IF Aircraft altitude above 8000 feet:
Descent INITIATE
Descend to lowest safe altitude or 8000 feet, whichever is higher.
Reduces cabin differential pressure.
After level off allow sufficient time for cabin altitude to stabilize.
Minimizes passenger discomfort from effects of cabin
depressurization.
Outflow Valve Switches MAN
Outflow Valve Manual Switches OPEN
Position outflow valves fully open to depressurize aircraft.
Once depressurized, the crew may change altitude as necessary.
Do not accomplish the following checklists:
CABIN ALTITUDE AUTO
LANDING ALTITUDE
Level Off
INITIATE
it it it it
AIRPLANE GENERAL
Sec. 2.1 Page 2
Rev. 11/01/02 #9 Continental
111
Flight Manual
□ DOOR BULK CARGO
Condition: Bulk cargo door is not closed and latched and locked.
Note : The door is in a safe configuration as long as cabin pressurization is
normal.
Positive cabin differential pressure ensures door remains in place.
* * * *
□ DOOR E/E ACCESS
Condition: Electrical and electronic access door is not closed and latched and
locked.
Note : The door is in a safe configuration as long as cabin pressurization is
normal.
Positive cabin differential pressure ensures door remains in place.
k k k k
□ DOOR ENTRY 1-4L, R
Condition: Entry door is not closed and latched and locked.
Note : The door is in a safe configuration as long as cabin pressurization is
normal.
Positive cabin differential pressure ensures door remains in place.
k k k k
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AIRPLANE GENERAL
Sec. 2.1 Page 3
Continental Rev. 11/01/02 #9
□ DOOR FWD ACCESS
Condition: Forward access door is not closed and latched and locked.
Note : The door is in a safe configuration as long as cabin pressurization is
normal.
Positive cabin differential pressure ensures door remains in place.
* * * *
□ DOOR FWD CARGO
Condition: Forward cargo door is not closed and latched and locked.
Landing Altitude Selector PULL, SET 8000
Reduces cabin differential pressure to decrease risk of door separation.
IF Aircraft altitude at or below 8000 feet:
Level Off INITIATE
Level off at lowest safe altitude.
Allow sufficient time for cabin altitude to stabilize.
OR
Minimizes passenger discomfort from effects of cabin
depressurization.
IF Aircraft altitude above 8000 feet:
Descent INITIATE
Descend to lowest safe altitude or 8000 feet, whichever is higher.
Reduces cabin differential pressure.
Allow sufficient time for cabin altitude to stabilize.
Minimizes passenger discomfort from effects of cabin
depressurization.
Outflow Valve Switches MAN
Outflow Valve Manual Switches OPEN
Position outflow valves fully open to depressurize aircraft.
Once depressurized, the crew may change altitude as necessary.
(Continued)
AIRPLANE GENERAL
Sec. 2.1 Page 4
Rev. 11/01/02 #9 Continental
111
Flight Manual
Do not accomplish the following checklists:
CABIN ALTITUDE AUTO
LANDING ALTITUDE
k k k k
DOORS
Condition: Two or more doors are not closed and latched and locked.
k k k k
EMER LIGHTS
Condition: Emergency lighting system has been manually activated or
emergency lights switch is off.
k k k k
PASS OXYGEN ON
Condition: Passenger oxygen system is activated.
AIR SYSTEMS
777 Sec. 2.2 TOC-1
Flight Manual Continental Rev. 11/01/02 #9
2.2 - AIR SYSTEMS
TABLE OF CONTENTS
BLEED ISLN CLOSED C, L, R 1
BLEED ISLN OPEN C, L, R 1
□ BLEED LEAK BODY 1
□ BLEED LEAK L,R 2
□ BLEED LEAK STRUT L, R 3
□ BLEED LOSS BODY 4
□ BLEED LOSS BODY L 5
□ BLEED LOSS BODY R 5
□ BLEED LOSS WING L, R 6
BLEED OFF APU 6
BLEED OFF ENG L, R 6
□ CABIN ALTITUDE 7
□ CABIN ALTITUDE AUTO 8
CARGO HEAT AFT, BULK 9
EMERGENCY DESCENT PROCEDURE 10
General Considerations 10
Autopilot Entry And Level Off 1 1
Flight Level Change (FLCH) 11
Vertical Speed Mode (V/S) 1 1
Manual Entry And Level Off 12
After Level Off 12
EQUIP COOLING 14
□ EQUIP COOLING OVRD 14
□ LANDING ALTITUDE 15
□ OUTFLOW VALVE AFT, FWD 1 5
□ PACK L, R 16
□ PACK MODE L, R 18
□ TRIM AIR L, R 18
AIR SYSTEMS
Sec. 2.2 TOC-2 777
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Continental
AIR SYSTEMS
Sec. 2.2 Page 1
Rev. 07/01/99 #2
BLEED ISLN CLOSED C, L, R
Condition: Isolation valve remains closed when commanded open or bleed
Condition: Isolation valve remains open when commanded closed.
* * * *
Condition: High temperature bleed air leak is detected in the body area.
The air supply controller automatically isolates heat source within
approximately 3 minutes by closing bleed and isolation valves.
Pilot action will be required when a bleed loss message is displayed.
Do not accomplish the following checklists:
HYDRAULIC PRESS DEM C1
HYDRAULIC PRESS DEM C2
isolation switch is off.
* * * *
BLEED ISLN OPEN C, L, R
□ BLEED LEAK BODY
* * * *
AIR SYSTEMS
Sec. 2.2 Page 2
Rev. 07/01/99 #2
Continental
□ BLEED LEAK L,R
Condition: High temperature bleed air leak is detected in the wing or pack
bay area.
The air supply controller automatically isolates heat source within
approximately 5 minutes by closing bleed and isolation valves.
Pilot action will be required when a bleed loss message is displayed.
Do not accomplish the following checklists:
PACK
HYDRAULIC PRESS DEM
* * * *
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Continental
AIR SYSTEMS
Sec. 2.2 Page 3
Rev. 11/01/00 #5
□ BLEED LEAK STRUT L, R
Condition: High temperature bleed air leak is detected in the strut area.
The air supply controller automatically isolates heat source by closing bleed
and isolation valves.
Do not accomplish the following checklist:
PACK L, R
IF After 1 Minute, bleed leak strut Message Remains Displayed:
Auto Throttle Arm Switch OFF
Allows thrust lever to remain where manually positioned.
Thrust Lever RETARD
Retard slowly until the bleed leak strut message is no longer
displayed or the thrust lever is closed.
Reduces flow of bleed air through the leak.
Ground Proximity Flap Override Switch OVRD
Note : Use flaps 20 and Vref 20 for landing and flaps 5 for go-
around.
IF bleed leak strut Message Remains Displayed:
Transponder Mode Selector TA ONLY
Prevents climb commands which can exceed single engine
performance capability.
Ground Proximity Flap Override Switch OVRD
Note : Operate engine at idle for remainder of flight.
Note : Use flaps 20 and Vref 20 for landing and flaps 5 for go-
around.
* * * *
AIR SYSTEMS
Sec. 2.2 Page 4
Rev. 07/01/99 #2
Continental
□ BLEED LOSS BODY
Condition: Bleed air from the left and right body ducts is no longer
Prevents display of hyd press dem ci and hyd press dem C2 messages
while configuring flaps during approach.
Note : Gear retraction time increases to approximately 3 minutes due
to reduced center hydraulic system capacity, hyd press sys c
and gear disagree messages will be displayed during retraction.
Do not accomplish the following checklists:
HYD PRESS DEM C1
HYD PRESS DEM C2
available.
CI And C2 Demand Pump Selectors
OFF
* * * *
AIR SYSTEMS
777 Sec. 2.2 Page 5
Flight Manual Continental Rev. 07/01/99 #2
□ BLEED LOSS BODY L
Condition: Bleed air from the left body duct is no longer available.
CI Demand Pump Selector OFF
Prevents display of hyd press dem ci message while configuring flaps
during approach.
Do not accomplish the following checklist:
HYD PRESS DEM C1
* * * *
□ BLEED LOSS BODY R
Condition: Bleed air from the right body duct is no longer available.
C2 Demand Pump Selector OFF
Prevents display of hyd press dem C2 message while configuring flaps
during approach.
Do not accomplish the following checklist:
HYD PRESS DEM C2
* * * *
AIR SYSTEMS
Sec. 2.2 Page 6 777
Rev. 07/01/99 #2 Continental Flight Manual
□ BLEED LOSS WING L, R
Condition: Bleed air from the wing duct is no longer available.
Wing Anti-ice Selector OFF
Prevents possible asymmetrical ice buildup on the wings.
Do not accomplish the following checklist:
PACK
* * * *
BLEED OFF APU
Condition: APU bleed valve is closed for a system fault or APU bleed
switch is off.
* * * *
BLEED OFF ENG L, R
Condition: Engine bleed valve is closed for a system fault or engine bleed
switch is off.
* * * *
AIR SYSTEMS
777 Sec. 2.2 Page 7
Flight Manual Continental Rev. 05/01/00 #4
□ CABIN ALTITUDE
Condition: Cabin altitude is excessive.
IMMEDIATE ACTION
Oxygen Masks ON
Crew Communications ESTABLISH
Cabin Altitude And Rate CHECK
Confirms pressurization problem.
IF Cabin Altitude Uncontrollable:
Passenger Oxygen Switch PUSH
Push and hold for 1 second.
Backs up automatic activation of the passenger oxygen system.
Descent ACCOMPLISH
Without delay, set lower altitude in the altitude window, engage
FLCH, and smoothly extend the speedbrakes. Descend at V M o/M MO
if structural integrity is not a factor. Level off at lowest safe altitude
or 10,000 feet, whichever is higher.
See Emergency Descent Procedure this section.
* * * *
AIR SYSTEMS
Sec. 2.2 Page 8
Rev. 05/01/00 #4
Continental
111
Flight Manual
□ CABIN ALTITUDE AUTO
Condition: Automatic pressurization control has failed or both outflow
valve switches are in manual.
Outflow Valve Switches MAN
Outflow Valve Manual Switches OPEN/CLOSE
Position as required to control desired cabin rate and altitude. The valve
may take up to six seconds to begin moving.
Note : Recommended cabin rate is approximately 500 FPM for climbs
and descents.
Note: Recommended cabin altitude in cruise is:
FLIGHT LEVEL
CABIN ALTITUDE
Up To 230
Landing Field Elevation
260
2000
300
4000
350
6000
400 and above
8000
HH< DEFERRED ITEMS ► ► ► ► ►
==> APPROACH CHECKLIST
WHEN AT PATTERN ALTITUDE
Outflow Valve Manual Switches OPEN
Push and hold for 30 seconds or until outflow valve positions indicate
fully open.
* * * *
AIR SYSTEMS
777 Sec. 2.2 Page 9
Flight Manual Continental Rev. 07/01/99 #2
CARGO HEAT AFT, BULK
Condition: Cargo heat is inoperative or cargo temperature selector is off.
* * * *
AIR SYSTEMS
Sec. 2.2 Page 10
Rev. 11/01/01 #7
Continental
111
Flight Manual
EMERGENCY DESCENT PROCEDURE
This maneuver is used to bring the aircraft down smoothly to a safe cabin
altitude in the minimum time with the least passenger discomfort. It is
intended as a specialized case to cover an uncontrollable loss of cabin
pressurization. Use of the autopilot is recommended. When it is used for
other than pressurization problems or contamination of cabin atmosphere, the
oxygen procedures may be omitted.
Don oxygen masks and establish crew communication at the first indication
of a loss of cabin pressurization. Verify that cabin pressure is uncontrollable
and attempt to determine if there is structural damage. If structural damage is
confirmed or suspected, limit airspeed in the descent to current speed or less.
If conditions permit, the cabin crew will be advised, on the PA system, of
impending rapid descent.
All immediate action items are to be accomplished by memory. Either pilot
will call out any items not completed. Perform the entry procedure
deliberately and methodically. Do not be distracted from flying the aircraft.
General Considerations
Normally the emergency descent will be made with the landing gear up. The
autopilot will normally be used for the descent.
The PM will check minimum enroute altitude, notify ATC, obtain altimeter
setting and call out altitudes approaching level off. If not in contact with
ATC, squawk 7700. Level off at 10,000 feet or minimum enroute altitude,
whichever is higher . The PM will call out 2,000 feet above and 1 ,000 feet
above level off altitude.
When turbulent air is encountered or expected, reduce to turbulent air
penetration speed (280 KIAS or .82 Mach above FL250; 270 KIAS below
FL250).
Rapid descent is made with the landing gear up.
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Flight Manual
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AIR SYSTEMS
Sec. 2.2 Page 11
Rev. 07/01/99 #2
Autopilot Entry And Level Off
Flight Level Change (FLCH)
Because of airspeed and altitude protection and reduced crew workload,
FLCH is the recommended mode for rapid descents. First set a lower altitude
in the altitude window. Engage FLCH and smoothly extend the speedbrakes.
Fly straight ahead or initiate a turn using HDG SEL. Autothrottles should be
left engaged. The aircraft will pitch down smoothly while the thrust levers
retard to idle. Adjust the speed as necessary and ensure the altitude window
is correctly set for the level off.
When approaching the target altitude, ensure that the altitude is set in the
MCP altitude window. Altitude capture will engage automatically.
Adjusting the command speed to approximately LRC or 310 knots prior to
level off aids in smoothly transitioning to level flight. Smoothly return the
speedbrake lever to the down detent during the level off maneuver. The pitch
mode will control altitude and the thrust levers will increase to hold speed.
Vertical Speed Mode (V/S)
V/S may also be used by engaging V/S and setting the V/S initially to 8,000
fpm rate of descent. Extend the speedbrakes. Autothrottles may be left
engaged if desired. When approaching target speed, adjust the V/S selector to
maintain target speed. If the autothrottle is engaged, do not increase
command speed until target speed is reached. This prevents the thrust levers
from moving out of the idle position.
When approaching the altitude set in the MCP altitude window, altitude
capture will engage automatically. Adjusting the command speed to
approximately LRC or 310 knots prior to level off aids in smoothly
transitioning to level flight. Smoothly return the speedbrake lever to the
down detent during the level off maneuver. The pitch mode will then control
altitude and the thrust levers will increase to hold speed.
AIR SYSTEMS
Sec. 2.2 Page 12
Rev. 07/01/99 #2
Continental
Manual Entry And Level Off
The entry may be accomplished on heading or a turn may be made to clear
the airway or controlled track. However, since extending the speedbrakes
initially reduces the maneuver margin, it is recommended that turns not be
initiated until the aircraft is established in the descent.
To manually fly the maneuver, disconnect the autothrottles and retard thrust
levers to idle. Smoothly extend the speed brakes, disconnect the autopilot
and smoothly pressure the nose down to initial descent attitude,
(approximately 10 degrees nose down).
About 1 0 knots before reaching target speed, slowly raise the nose to
maintain target speed. Keep the aircraft in trim at all times. If M M o-Vmo is
inadvertently exceeded, change pitch smoothly to decrease speed.
Approaching level off altitude, smoothly adjust pitch attitude to reduce the
rate of descent. The speedbrake lever should be returned to the down detent
when approaching the desired level off altitude. After reaching level flight,
add thrust to maintain long-range cruise or other desired speed.
After Level Off
Recheck pressurization system and evaluate the situation. Do not remove the
crew oxygen masks if cabin altitude remains above 10,000 feet. Determine
the new course of action based on weather, oxygen, fuel remaining and
available airports. Obtain a new ATC clearance.
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Flight Manual
Continental
AIR SYSTEMS
Sec. 2.2 Page 13
Rev. 07/01/99 #2
Announce
descent
Select lower altitude
on MCP
Select FLCH and
extend speedbrakes
Descend straight ahead or
initiate turn with HDG SEL
Adjust speed and
level off altitude
NOTE: If structural damage is
suspected, limit airspeed
and avoid high
maneuvering loads.
Notify ATC
Request altimeter setting
Call out altitudes
X
\
Level off at lowest safe
altitude or 10,000 ft
whichever is higher
Long range cruise speed
Speedbrakes in down detent
Determine new course of action
RAPID DESCENTS
* * * *
AIR SYSTEMS
Sec. 2.2 Page 14 777
Rev. 11/01/00 #5 Continental Flight Manual
EQUIP COOLING
Condition: Forward equipment cooling system is inoperative.
* * * *
□ EQUIP COOLING OVRD
Condition: Equipment cooling system is in override mode.
Wait 2 minutes.
Allows time for any smoke in the system to clear.
Equipment Cooling Switch OFF, THEN AUTO
Attempts reset of the equipment cooling system.
IF equip cooling ovrd Message Remains Displayed:
Note : After 30 minutes of operation at low altitude and low cabin
differential pressure, electronic equipment and displays may
fail.
* * * *
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Flight Manual
Continental
AIR SYSTEMS
Sec. 2.2 Page 15
Rev. 11/01/02 #9
□ LANDING ALTITUDE
Condition: FMC has failed to provide a landing altitude or landing altitude
Condition: Automatic control has failed or outflow valve switch is in man.
Follow this non-normal checklist and attempt to close the outflow valve in
manual mode. If the valve moves in the wrong direction, or does not move after
6 seconds of switch activation, leave the affected valve in manual mode and do
not make any further attempt to drive the valve in either direction. Depending
upon the position of the affected outflow valve, the other outflow valve may not
be able to maintain cabin pressurization.
Outflow Valve Switch MAN
Outflow Valve Manual Switch CLOSE
Push and hold for 30 seconds or until outflow valve position indicates fully
closed. Valve may take up to 6 seconds to begin moving.
Allows the other outflow valve to take full control of cabin pressure.
selector is pulled.
Landing Altitude Selector
PULL, SET MANUALLY
* * * *
□ OUTFLOW VALVE AFT, FWD
* * * *
AIR SYSTEMS
Sec. 2.2 Page 16 777
Rev. 11/01/02 #9 Continental Flight Manual
□ PACK L, R
Condition: Pack is shut down.
Wait 2 minutes.
Allows time for any overheat condition to cool.
Air Conditioning Reset Switch ON
Push and hold for 1 second.
Wait 2 minutes.
IF pack Message Displayed Again:
^ Pack Switch OFF
OR
~T * * * *
IF Both pack L and pack r Messages Displayed Again:
Pack Switches (Both) OFF
Descent ACCOMPLISH
Level off at lowest safe altitude or 10,000 feet, whichever is higher. If
flight conditions require, accomplish descent with speedbrake
extended at V M0 /M M0 to prevent excessive cabin altitude.
Outflow Valve Switches (Both) MAN
Forward Outflow Valve Manual Switch OPEN
Position outflow valve to 9 o'clock position.
Provides air ventilation to cabin.
Aft Outflow Valve Manual Switch OPEN
Position outflow valve fully open.
Provides air ventilation to cabin.
(Continued)
Ill
Flight Manual
Continental
AIR SYSTEMS
Sec. 2.2 Page 17
Rev. 11/01/02 #9
IF Inflight Entertainment System / Passenger Seats and Cabin / Utility Power
▲ Switches Installed on Electrical Panel:
Inflight Entertainment System / Passenger Seats Power Switch .. OFF
Instruct flight attendants to:
y f • Close cabin window shades during daylight operations.
IF Inflight Entertainment System / Passenger Seats and Cabin / Utility Power
Switches Not Installed on Electrical Panel:
Instruct flight attendants to:
• Turn of galley power switches.
• Turn off main IFE and PC power switches above purser station.
• Reduce cabin lighting to minimum required.
• Close cabin window shades during daylight operations.
Shoulder and Foot Heaters (All) OFF
Flight Deck Lighting SET
Minimize flight deck lighting intensity to reduce heat.
Flight Deck Door OPEN
Plan to land at nearest suitable airport.
Do not accomplish the following checklist:
CABIN ALTITUDE AUTO
OR
Cabin / Utility Power Switch,
OFF
Cabin Equipment
OFF
* * * *
AIR SYSTEMS
Sec. 2.2 Page 18
Rev. 11/01/02 #9
Continental
111
Flight Manual
□ PACK MODE L, R
Condition: Pack is operating in standby mode.
Note : At lower altitudes and/or higher outside air temperatures, the pack may
shut down.
Standby mode is not capable of providing cool conditioned air during low
altitude, high outside air temperature conditions.
* * * *
□ TRIM AIR L, R
Condition: Trim air is shut off.
Wait 2 minutes.
Allows time for any overheat condition to cool
Air Conditioning Reset Switch
Push and hold for 1 second.
Wait 2 minutes.
IF trim air Message Displayed Again:
Trim Air Switch
PUSH
OFF
* * * *
ANTI-ICE
777 Sec. 2.3 TOC-1
Flight Manual Continental Rev. 11/01/01 #7
2.3 -ANTI-ICE
TABLE OF CONTENTS
□ ANTI-ICE ENG L, R 1
□ ANTI-ICE LEAK ENG L, R 2
ANTI-ICE LOSS ENG L, R 3
□ ANTI-ICE ON 3
□ ANTI-ICE WING 3
□ HEAT PITOT C 4
□ HEAT PITOT L 4
□ HEAT PITOT L+C+R 4
□ HEAT PITOT R 4
□ ICE DETECTORS 5
ICING ENG 5
ICING WING 5
WINDOW HEAT 5
□ WINDOW HEAT L, R FWD 6
□ WINDOW HEAT L, R SIDE 6
ANTI-ICE
Sec. 2.3 TOC-2 777
Rev. 11/01/01 #7 Continental Flight Manual
INTENTIONALLY LEFT BLANK
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Flight Manual
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ANTI-ICE
Sec. 2.3 Page 1
Rev. 11/01/02 #9
□ ANTI-ICE ENG L, R
Condition: Engine anti-ice valve remains closed when commanded open.
Engine Anti-ice Selector OFF, THEN ON
Attempts to manually reset controller and open the valve.
IF anti-ice eng Message No Longer Displayed:
Operate affected engine anti-ice system manually.
Automatic anti-ice is not available for affected engine.
OR
& & -k -k
IF anti-ice eng Message Remains Displayed:
Engine Anti-ice Selector OFF
Enables icing eng message to be displayed if icing conditions are
encountered.
Note : Avoid icing conditions.
Anti-ice is not available to affected engine because the engine
anti-ice system has failed.
* * * *
ANTI-ICE
Sec. 2.3 Page 2
Rev. 11/01/01 #7
Continental
111
Flight Manual
□ ANTI-ICE LEAK ENG L, R
Condition: High temperature anti-ice bleed air leak is detected in the
affected engine.
The engine anti-ice system automatically isolates heat source within
approximately 2 minutes by closing the engine anti-ice valve.
Note : Avoid icing conditions.
Anti-ice is not available to affected engine.
IF After 2 Minutes, anti-ice leak eng Message Remains Displayed:
Autothrottle Arm Switch OFF
Allows thrust lever to remain where manually positioned.
Thrust Lever RETARD
Retard slowly until the anti-ice leak eng message is no longer
displayed or the thrust lever is closed.
Reduces flow of bleed air through the leak.
IF anti-ice leak eng Message Remains Displayed:
Transponder Mode Selector TA ONLY
Prevents climb commands which can exceed single engine
performance capability.
Note : Operate engine at idle for remainder of flight.
Ground Proximity Flap Override Switch OVRD
Note : Use flaps 20 and Vref 20 for landing and flaps 5 for go-around.
it it it it
ANTI-ICE
777 Sec. 2.3 Page 3
Flight Manual Continental Rev. 11/01/02 #9
ANTI-ICE LOSS ENG L, R
Condition: Anti-ice bleed air for the affected engine is no longer available.
k k k k
□ ANTI-ICE ON
Condition: Any anti-ice selector is on, TAT is above 10 degrees C, and ice is
not detected.
Engine Anti-ice Selectors AUTO OR OFF
Wing Anti-ice Selector AUTO OR OFF
k k k k
□ ANTI-ICE WING
Condition: One or both wing anti-ice valves remain closed when commanded
open.
Wing Anti-ice Selector OFF, THEN ON
Attempts to manually reset controller and open the valve.
IF anti-ice wing Message No Longer Displayed:
Operate wing anti-ice manually.
Automatic anti-ice is not available.
OR
k k k k
IF anti-ice wing Message Remains Displayed:
Wing Anti-ice Selector OFF
Enables icing wing message to be displayed if icing conditions are
encountered.
k k k k
ANTI-ICE
Sec. 2.3 Page 4
Rev. 11/01/01 #7
Continental
111
Flight Manual
□ HEAT PITOT C
Condition: Center pitot probe heat is inoperative.
Note : Standby air data is unreliable in icing conditions.
it -k -k *
□ HEAT PITOT L
Condition: Left pitot probe heat is inoperative.
Note : ADIRU and SAARU air data is not affected for a single pitot heat
failure. Ensure that the right air data/attitude source switch
remains off.
* * * *
□ HEAT PITOT L+C+R
Condition: All pitot probe heats are inoperative.
Note : Air data is unreliable in icing conditions. See Performance Section 5
for Flight With Unreliable Airspeed.
* * * *
□ HEAT PITOT R
Condition: Right pitot probe heat is inoperative.
Note : ADIRU and SAARU air data is not affected for a single pitot heat
failure. Ensure that the left air data/attitude source switch remains
OFF.
* * * *
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Flight Manual
Continental
ANTI-ICE
Sec. 2.3 Page 5
Rev. 11/01/01 #7
□ ICE DETECTORS
Condition: Ice detection has failed.
Note: Operate engine and wing anti-ice systems manually.
k k k k
ICING ENG
Condition: Ice is detected and one or both engine anti-ice selectors are off.
* * * *
ICING WING
Condition: Ice is detected and wing anti-ice selector is off, or ice is
detected and wing anti-ice takeoff inhibit is active.
k k k k
WINDOW HE AT j
Condition: Two or more window heats are off.
k k k k
ANTI-ICE
Sec. 2.3 Page 6 777
Rev. 11/01/01 #7 Continental Flight Manual
□ WINDOW HEAT L, R FWD
Condition: Primary window heat for the affected forward window is off.
Forward Window Heat Switch OFF 10 SECONDS, THEN ON
Attempts to reset system.
IF window heat fwd Message Remains Displayed:
Forward Window Heat Switch OFF
■ Removes power to prevent arcing. Window is defogged by the
backup system.
k k k k
□ WINDOW HEAT L, R SIDE
Condition: Window heat for the affected side window is off.
Side Window Heat Switch OFF 10 SECONDS, THEN ON
Attempts to reset system.
IF window heat side Message Remains Displayed:
Side Window Heat Switch OFF
Removes power to prevent arcing.
k k k k
AUTO FLIGHT
777 Sec. 2.4 TOC-1
Flight Manual Continental Rev. 07/01/98 #1
2.4 - AUTO FLIGHT
TABLE OF CONTENTS
AUTOPILOT 1
AUTOPILOT DISC 1
AUTOTHROTTLE DISC 1
AUTOTHROTTLE L, R 1
NO AUTOLAND 1
NO LAND 3 1
AUTO FLIGHT
Sec. 2.4 TOC-2 777
Rev. 07/01/98 #1 Continental Flight Manual
INTENTIONALLY LEFT BLANK
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Continental
AUTO FLIGHT
Sec. 2.4 Page 1
Rev. 07/01/98 #1
AUTOPILOT
Condition: Autopilot is operating in a degraded mode. Engaged roll and/or
pitch mode may have failed, or the autopilot has entered
envelope protection.
* * * *
AUTOPILOT DISC
Condition: Autopilot has disconnected.
* * * *
AUTOTHROTTLE DISC
Condition: Both autothrottles have disconnected.
* * * *
AUTOTHROTTLE L, R
Condition: Affected autothrottle is off or has failed.
* * * *
NO AUTOLAND
Condition: Autoland is not available.
* * * *
NO LAND 3
Condition: Autoland system does not have redundancy for triple channel
autoland.
* * * *
AUTO FLIGHT
Sec. 2.4 Page 2 777
Rev. 07/01/98 #1 Continental Flight Manual
INTENTIONALLY LEFT BLANK
Continental
COMMUNICATIONS
Sec. 2.5 TOC-1
Rev. 11/01/01 #7
2.5 -COMMUNICATIONS
TABLE OF CONTENTS
ATC DATALINK LOST 1
DATALINK LOST 1
DATALINK SYS 1
RADIO TRANSMIT 1
SATCOM 1
SATCOM DATALINK 2
SATCOM VOICE 2
VHF DATALINK 2
COMMUNICATIONS
Sec. 2.5 TOC-2 777
Rev. 11/01/01 #7 Continental Flight Manual
INTENTIONALLY LEFT BLANK
COMMUNICATIONS
777 Sec. 2.5 Page 1
Flight Manual Continental Rev. 11/01/01 #7
ATC DATALINK LOST
Condition: An established ATC datalink has been lost.
k k k k
DATALINK LOST
Condition: Datalink is temporarily lost.
k k k k
DATALINK SYS
Condition: Datalink system has failed.
* * * *
RADIO TRANSMIT
Condition: VHF or HF radio is keyed for 30 seconds or more.
k k k k
SATCOM
Condition: SATCOM system has failed.
k k k k
COMMUNICATIONS
Sec. 2.5 Page 2
Rev. li/oi/oi #7 Continental
111
Flight Manual
SATCOM DATALINK
Condition: SATCOM datalink has failed.
k k k k
SATCOM VOICE
Condition: SATCOM voice communication has failed.
* * * *
VHF DATALINK
Condition: VHF datalink has failed.
k k k k
ELECTRICAL
777 Sec. 2.6 TOC-1
Flight Manual Continental Rev. 11/01/02 #9
2.6 - ELECTRICAL
TABLE OF CONTENTS
CIRCUIT BREAKER PROCEDURES 1
□ ELEC AC BUS L, R 3
□ ELEC BACKUP GEN L, R 3
□ ELEC BACKUP SYS 4
ELEC BATTERY OFF 4
□ ELEC BUS ISLN L, R 4
ELEC CABIN / UTIL OFF 5
ELEC IFE / SEATS OFF 5
□ ELEC GEN DRIVE L, R 5
□ ELEC GEN OFF APU 5
□ ELEC GEN OFF L, R 6
ELEC GND HDLG BUS 6
ELEC STANDBY SYS 6
MAIN BATTERY DISCH 6
ELECTRICAL
Sec. 2.6 TOC-2 777
Rev. 11/01/02 #9 Continental Flight Manual
INTENTIONALLY LEFT BLANK
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Flight Manual
Continental
ELECTRICAL
Sec. 2.6 Page 1
Rev. 11/01/02 #9
CIRCUIT BREAKER PROCEDURES
WARNING : Resetting of any tripped fuel boost pump circuit breaker, fuel
quantity indication system circuit breaker, or lavatory flush
motor circuit breaker is prohibited.
Caution : Due to potential impact on multiple aircraft systems the
intentional pulling and resetting of a circuit breaker, other than
when specifically directed by a non-normal checklist or
appropriate technical authority, is prohibited.
A circuit breaker found in the out position may be the result of:
• Tripped condition due to an electrical fault.
• Inadvertent pulling out by contact/catching with an object.
• Intentional pulling during a MX/operational procedure and failure to
reset.
A tripped CB refers to a circuit breaker that was previously verified to be in the
normal closed position, then subsequently pops out due to an electrical fault.
Given the significance of any circuit breaker that is found in the out position,
the following guidelines should be adhered to in order to address the issue:
Preflight Before Block Out:
A circuit breaker that is found in the out position during preflight inspection of
cockpit preparation (i.e. the crew does not know whether it has tripped or has
been pulled out) may be reset one time, unless any of the following conditions
are noted :
• There is reason to believe that is has tripped due to an electrical fault,
or
• The crew heard the CB pop or observed a change in the associated
aircraft, system/warning light, which was previously normal but is now
unpowered as a result of the CB being out, or
• There is a previous logbook entry about the same CB being tripped in
the previous 3 calendar days, or
• There is any associated electrical smoke/smell, or evidence of
overheating of any aircraft system.
If any of the above conditions are noted, the crew should not reset the CB , but
instead enter the findings in the logbook and call maintenance for investigation
prior to departure.
ELECTRICAL
Sec. 2.6 Page 2
Rev. 11/01/02 #9
Continental
111
Flight Manual
After Block Out and Before Takeoff:
Any CB that is confirmed to have tripped, should not be reset by the crew .
The crew can continue the flight with the CB left in the tripped mode, provided
the affected system is not required as per the MEL, and all appropriate MEL
procedures are complied with. Also there must be no electrical smoke/smell, or
evidence of overheating of any aircraft system. In all cases a logbook entry is
required.
From Takeoff to Block In:
One reset of a tripped circuit breaker may be attempted after a cooling period
of approximately two minutes when:
• Called for during a published non-normal/emergency checklist or
procedure, or
• At the discretion of the Captain, provided resetting the CB is
necessary for the safe completion of the flight.
Caution : If the circuit breaker trips again, do not attempt
another reset.
In all cases a logbook entry is required.
Aircraft Logbook Entries:
All tripped circuit breakers regardless of phase of flight and whether reset or
not, must be written up in the aircraft logbook . This entry should include:
1 . Time of occurrence (fi known) in Z
2. Aircraft parameters when trip occurred (phase of flight,
altitude/airspeed)
3 . Weather conditions if appropriate
4. Name of the CB
5. Location of the CB
6. Any pilot action that occurred prior to or during the trip sequence
7 . Attempted reset and results
8. FRM fault codes
Example:
"At 1408Z, during climbout, 15,000 MSL, 290 KIAS, VMC conditions,
the RT PITOT HT CB, location D-18, tripped open. Flight continued and
no reset of the CB attempted.
FRM code 123-123-12"
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Flight Manual
Continental
ELECTRICAL
Sec. 2.6 Page 3
Rev. 11/01/02 #9
□ ELEC AC BUS L, R
Condition: AC bus is unpowered.
Generator Control Switch OFF, THEN ON
Attempt only one reset.
IF elec AC bus Message Remains Displayed:
APU Selector (If APU Available) START, RELEASE TO ON
Provides an additional source of electrical power.
Do not accomplish the following checklist:
ELEC GEN OFF
IF elec AC bus Message Remains Displayed After APU Running:
Bus Tie Switch (Affected Side) OFF, THEN AUTO
Attempt only one reset.
IF elec AC bus Message Remains Displayed:
Do not accomplish the following checklists:
WINDOW HEAT
HYD PRESS PRI
k k k k
□ ELEC BACKUP GEN L, R
Condition: Backup generator has failed.
Backup Generator Switch OFF, THEN ON
Attempt only one reset.
k k k k
ELECTRICAL
Sec. 2.6 Page 4 777
Rev. 11/01/02 #9 Continental Flight Manual
□ ELEC BACKUP SYS
Condition: Backup power system has failed.
Left Backup Generator Switch OFF, THEN ON
Attempt only one reset.
Right Backup Generator Switch OFF, THEN ON
Attempt only one reset.
k k k k
ELEC BATTERY OFF
Condition: Battery switch is off.
k k k k
□ ELEC BUS ISLN L, R
Condition: Bus tie breaker is open due to an AC electrical system fault or bus
isolation switch is off.
IF elec AC bus L, R message also displayed:
X Accomplish ELEC AC BUS L, R checklist.
OR
~T k k k k
IF elec ac bus l, r message not displayed:
Bus Tie Switch(s) (Affected Side) OFF, THEN AUTO
Attempt only one reset.
If the reset is successful, the Bus Tie Switch(s) may only be reset again
if the respective ELEC AC BUS L, R checklist must be accomplished.
If both elec bus isln L and R messages are displayed, and both bus ties
will not reset, consideration should be given to landing.
* * * *
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Flight Manual
Continental
ELECTRICAL
Sec. 2.6 Page 5
Rev. 11/01/02 #9
ELEC CABIN / UTIL OFF
Condition: Cabin / utility power switch is off.
k k k k
ELEC IFE / SEATS OFF
Condition: In-flight entertainment system / passenger seats power switch is
OFF.
k k k k
□ ELEC GEN DRIVE L, R
Condition: Generator drive oil pressure is low.
Drive Disconnect Switch PUSH
Push and hold for 1 second.
Prevents generator drive damage.
APU Selector (If APU Available) START, RELEASE TO ON
Provides an additional source of electrical power.
Do not accomplish the following checklist:
ELEC GEN OFF
k k k k
□ ELEC GEN OFF APU
Condition: APU generator control breaker is open.
APU Generator Switch OFF, THEN ON
Attempt only one reset.
k k k k
ELECTRICAL
Sec. 2.6 Page 6
Rev. 11/01/02 #9
Continental
111
Flight Manual
□ ELEC GEN OFF L, R
Condition: Generator control breaker is open.
Generator Control Switch OFF, THEN ON
Attempt only one reset.
IF elec gen off Message Remains Displayed:
APU Selector (If APU Available) START, RELEASE TO ON
Provides an additional source of electrical power.
* * * *
ELEC GND HDLG BUS
Condition: Ground handling bus relay has failed.
* * * *
ELEC STANDBY SYS
Condition: A fault is detected in the standby power system.
k k k k
MAIN BATTERY DISCH
Condition: Main battery is discharging or hot battery bus is unpowered.
k k k k
ENGINE & APU
777 Sec. 2.7 TOC-1
Flight Manual Continental Rev. 11/01/02 #9
2.7 - ENGINE & APU
TABLE OF CONTENTS
□ APU LIMIT 1
□ APU SHUTDOWN 1
□ ENG ANTI-ICE AIR L, R 2
□ ENG AUTOSTART L, R 2
ENG AUTOSTART OFF 2
ENG CONTROL L, R 3
□ ENG EEC MODE L, R 3
□ ENG FAIL L, R 4
ENGINE FAILURE AFTER V-, 6
Rotation and Initial Climb (Single Engine) 7
FMS Engine Out Capabilities And Features 9
Departure Setup Procedures 10
Arrival Setup Procedures 12
VNAV OPERATION - ENGINE FAILURE ON TAKEOFF 13
Engine Inoperative Climb 17
Engine Inoperative Cruise 17
VNAV OPERATION - ENGINE OUT DRIFT DOWN 19
ONE ENGINE INOPERATIVE APPROACH, LANDING
AND MISSED APPROACH PROCEDURES 21
One Engine Inoperative ILS Approach 21
One Engine Inoperative ILS Approach (TAC Inoperative) 22
One Engine Inoperative Non-Precision Approach (TAC
Operative Or Inoperative) 27
One Engine Inoperative Landing 31
One Engine Inoperative Landing (TAC Inoperative) 31
One Engine Inoperative Missed Approach 31
One Engine Inoperative Missed Approach
(TAC Inoperative) 32
Engine Failure on Final Approach 35
□ ENG FUEL FILTER L, R 36
□ ENG FUEL VALVE L, R 36
ENG IDLE DISAGREE 36
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□ ENG LIMIT PROTL, R 37
□ ENG OIL FILTER L, R 37
□ ENG OIL PRESS L, R 38
□ ENG OIL TEMP L, R 39
ENG REV LIMITED L, R 40
ENG REVERSER L, R 40
ENG RPM LIMITED L, R 40
ENG SHUTDOWN 41
ENG SHUTDOWN L, R 41
□ ENG START VALVE L, R 41
□ ENG STARTER CUTOUT L, R 42
ENG THRUST L, R 43
□ FIRE APU 43
□ FIRE ENG L, R 44
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□ APU LIMIT
Condition: APU operation has exceeded a limit.
APU Selector OFF
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□ APU SHUTDOWN
Condition: APU has automatically shut down.
APU Selector OFF
Attempts to reset APU controller.
APU Selector START, RELEASE TO ON
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□ ENG ANTI-ICE AIR L, R
Condition: Engine anti-ice capability is degraded.
Note : Avoid icing conditions.
* * * *
□ ENG AUTOSTART L, R
Condition: Autostart has failed to start the engine, or L, R fuel control switch
in run at low engine RPM with autostart switch off.
Fuel Control Switch CUTOFF
Removes fuel and ignition from the engine.
Start/Ignition Selector NORM
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ENG AUTOSTART OFF
Condition: Engine autostart switch is off.
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ENG CONTROL L, R
Condition: Fault is detected in the affected engine control system.
* * * *
□ ENG EEC MODE L, R
Condition: Control for the affected engine is operating in alternate mode.
Auto Throttle Disconnect Switch PUSH
Allows thrust levers to remain where manually positioned.
Thrust Levers RETARD TO MID POSITION
Prevents exceeding thrust limits when switching to alternate mode.
EEC Mode Switches OFF
Push one switch at a time.
Ensures both engines operate in alternate mode.
Auto Throttle Engage Switch PUSH
Note : Maximum thrust limiting is not available with auto throttle
disconnected. Alternate thrust setting information is displayed on
Ni indications.
Do not accomplish the following checklist:
ENG EEC MODE (for other engine)
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□ ENG FAIL L, R
Condition: Engine speed is below idle.
Auto Throttle Arm Switch OFF
Allows thrust lever to remain where manually positioned.
Thrust Lever CLOSE
Assists in recognition of affected engine.
Fuel Control Switch CUTOFF
Shuts off fuel and allows engine to be put into start mode.
Restart may be attempted if no apparent damage.
IF Restart Desired:
Monitor EGT during start.
Prevents EGT exceedance because autostart allows EGT to exceed the in-
flight start limit.
IF x-bld Displayed:
OR
Start/Ignition Selector START
Allows air to starter for a crossbleed start.
Fuel Control Switch RUN
For autostart off, position to run at maximum motoring.
IF x-bld Not Displayed:
OR
Fuel Control Switch RUN
Engine may accelerate to idle slowly. The time from fuel
control switch to run to stabilized idle may be as long as two
and a half minutes. If N 2 is steadily increasing, and EGT
remains within limits, the start is progressing normally.
(Continued)
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IF Engine Starts And Operates Normally:
Auto Throttle Arm Switch ARM
OR
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IF Engine Damaged Or Remains Failed:
Fuel Control Switch CUTOFF
Returns switch to proper position in case of unsuccessful start attempt.
Start/Ignition Selector NORM
Returns selector to proper position in case of unsuccessful start
attempt.
APU Selector (If APU Available) START, RELEASE TO ON
Provides an additional source of electrical power.
Transponder Mode Selector TA ONLY
Prevents climb commands which can exceed single engine
performance capability.
Plan to land at the nearest suitable airport.
Ground Proximity Flap Override Switch OVRD
Note : Use flaps 20 and V REF 20 for landing and flaps 5 for go-around.
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ENGINE FAILURE AFTER V 1
Note : Either pilot should call "POWER LOSS" when engine failure is
recognized and confirmed.
PILOT FLYING (PF)
PILOT MONITORING (PM)
Maintain directional control, rotate to
takeoff attitude at Vr.
Call "ROTATE" at Vr
When a positive rate of climb is indicated,
call "POSITIVE RATE, GEAR UP."
Call "POSITIVE RATE," if not called by
the PF, when positive rate of climb
indicated. Position the landing gear lever
UP on command.
Climb at V2. Do not exceed bank angle
commanded by flight director.*
Monitor engine and flight instruments.
400 feet AGL, call for the appropriate roll
mode. "HDG SEL" or "LNAV."
Select (and/or verify) that the appropriate
roll mode is selected and annunciated.
HDG SFI or T NA V If not railed for hv
PF call "400 feet".
VNAV Annunciated
At engine out acceleration altitude call
"CHFfK TOP RI ICi " Retract flans nn
schedule. **
VNAV Not Annunciated
At engine out acceleration altitude, call
"CHECK TOP BUG." Retract flaps on
schedule. When flaps are retracted, call
"CONTINUOUS THRUST." **
Verify top bug.
Retract flaps on command.
N/Tnnitnr flan innipatinnt;
Verify CON is displayed on the EICAS.
Set top bug on command.
Retract flaps on command.
Monitor flap indications.
Select CON power on the MCP and
verify CON is displayed on the EICAS.
After flap retraction, when appropriate
call for the required checklist.***
Complete the appropriate checklist on
command.
Determine the next course of action.
Advise ATC of the Captain's intentions.
Note : If a fire is indicated, the appropriate checklist may be called for by the
PF and executed by the PM after flap retraction is initiated.
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* If an engine failure occurs prior to V 2 , maintain V 2 up to the altitude
required for obstacle clearance. If an engine failure occurs after V 2 but less
than V 2 + 1 5 knots, maintain the speed reached at the time of the engine
failure. If an engine failure occurs at a speed higher than V 2 + 15 knots
with the flaps at takeoff setting, increase pitch attitude to reduce speed to
and maintain V 2 + 15 knots until clear of obstacles.
** Normally engine out acceleration after an engine failure occurs at 800 feet
AGL. Obstacle clearance requirements may define non-standard engine out
acceleration and/or flap retraction altitudes. If non-standard altitudes are
required, they will be noted on the 1 0-7 page or in the RMKS section of the
ACCULOAD. The crew is required to adjust the Engine out acceleration
height on TAKEOFF REF page 2/2 line 1R.
*** Items the crew considers should include, but not be limited to:
• Terrain considerations
• Weather considerations
• Crew workload management
• Diversion considerations
• Use of the autopilot as soon as practical will reduce workload and
improves crew coordination.
Rotation and Initial Climb (Single Engine)
Pilot reaction to an engine failure on takeoff should be the same as when
experiencing engine failure at other times. Use rudder to maintain the desired
heading or track. With TAC, the rudder input required by the pilot is less.
Smoothly apply rudder proportionate to thrust decay. At Vr rotate with a
smooth (2°/sec), continuous motion to a target pitch attitude of 10°. Liftoff may
occur at a pitch attitude greater than with all engines operating. Retract the
landing gear after a positive rate of climb is indicated and called by either pilot.
Adjust pitch attitude, as required, to maintain desired airspeed of V 2 to V 2 + 15.
WARNING : Do not rotate early or rapidly. Early or rapid rotation
increases the risk of aft body contact (tail strike). Late or
slow rotation increases the takeoff ground roll. Either
improper rotation technique reduces initial climb
performance and obstacle clearance margins.
For minimum drag adjust rudder as necessary to maintain a constant heading
and control wheel centered.
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At engine out acceleration altitude (800 AFE or as required by special engine-
out procedure), the PF will call, "CHECK TOP BUG." If not called the PM
will call "800'(as appropriate)." The PM will set airspeed cursor to clean
maneuvering speed if necessary. At the engine out flap acceleration height, with
VNAV engaged, a near-level climb segment is commanded for acceleration.
Retract the flaps on the flap-speed schedule. Engine-out acceleration and climb
capability for flap retraction are functions of aircraft thrust to weight ratio. The
AFDS will command a near level flap retraction segment.
Note : At lower gross weights, acceleration and climb capability will be
significantly higher.
If the Flight Director is not being used at flap retraction altitude, decrease pitch
attitude to maintain approximately level flight while accelerating. Retract flaps
on schedule.
As the aircraft accelerates and flaps are retracted, adjust the rudder pedal
position to maintain the control wheel centered and trim to relieve rudder pedal
pressure. With TAC, very little rudder trim will be required to keep the control
wheel centered.
With an engine inoperative, the AFDS limits the bank angle (in AUTO bank
limit) to 15 degrees until V2 + 10 then increases gradually to 25 degrees at V2
+ 20. If full maneuvering capability is required, select the desired bank angle
on the bank angle limit selector.
The Captain will determine whether to return for landing or continue to an
alternate airport.
If the decision is made to return, the Captain may consider maintaining an
interim flap setting while maneuvering for another approach. If the decision is
to continue to another airport, flaps should be retracted on schedule.
Upon reaching maneuvering speed for the desired flap setting the crew should
consider the following prior to completing any checklists:
• Terrain
• Weather
• Crew workload management
• Diversion or return to departure airport
• Use of the autopilot to reduce workload (autopilot may be engaged as soon
as the aircraft is in trim at the maneuvering speed for the desired flap
setting and the altitude is greater than 1000' above field elevation).
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If an engine fire occurs prior to 800 ft. AFE (or obstacle clearance altitude as
per 10-7 page), upon reaching obstacle clearance altitude and after flap
retraction is initiated, the PF may call for the appropriate pitch mode as well as
the appropriate checklist. This will allow the aircraft to accelerate, and will
begin the management of the emergency in a timely fashion. The PM should
accomplish the appropriate checklist.
Note : In situations where departure procedures require a close-in turn or
minimum climb gradient profile, maintain takeoff flap setting and V2 to
V 2 + 15 until those conditions have been satisfied. Climb performance
is slightly reduced while turning but is accounted for in the special
engine out procedure.
Continue climb at applicable maneuvering speed.
Note : When making a reduced thrust takeoff, all performance requirements
are met with reduced thrust. If desired, the operating engine may be
increased to go-around thrust to improve performance.
FMS ENGINE OUT CAPABILITIES AND FEATURES
The FMS pop-up engine out capability provides for engine out departure
procedures that utilize the advanced automation features of the B777 FMS
system. These features combine a high degree of vertical and lateral track
accuracy to provide a safe escape path in the event of an engine failure during
takeoff or go-around.
Section 6.1 1 of the B777 Flight Manual, FLT MGT NAV, describes the FMS
display and selection capability for an airline defined engine out SID (EO SID)
for each runway in the navigation database. The EO SID for the selected
runway may be viewed by selecting:
> DEP/ARR INDEX
> DEP (RTE 1 Or RTE 2)
> RUNWAY
> eoxxxsid - The last item under sids is the header eo sids. If an
EO SID is stored it is found under this header. If there is no
stored EO SID, -none- appears.
Manual or automatic selection of an EO SID results in appropriate
modifications to the RTE and legs page, and the ND presentation displays the
desired lateral track to be flown in the event of an engine failure. The track is
displayed as a white modified route until it is executed and becomes magenta.
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An EO SID automatically displays during the following conditions:
- VNAV is in the takeoff phase, and
- the flaps are not up, and
- an engine failure is sensed (10% or greater difference in N2 values).
When displayed the EO SID is reflected as a modification to the active route,
but not automatically executed . The eng out sid mod scratchpad message
displays.
Engine failures during go-around / missed approach do not automatically
display the EO SID. If desired it must be selected as a dep, eo sid in rte 2 by
denoting the arrival airport as a departure airport in order to gain access to the
With VNAV selected for takeoff, engine out vertical path guidance and
appropriate thrust commands occur automatically without pilot intervention
regardless of whether or not there is an EO SID available.
The flight crew may select, execute, or erase an EO SID during any phase of
flight. Selection of the eng out prompt on the VNAV climb and cruise, or
alternate airport pages does not display an EO SID procedure.
Departure Setup Procedures
Specific procedures for FMC setup are contained in the applicable Jeppesen
Airport Information ( -7), page. The following information is an overview of
these procedures.
• Load and execute flight plan routing in rte 1 (including runway, SID and
transition, if applicable).
• On pos ref 2/3 insert the RNP value from the -7 page. This is required to
insure lateral track accuracy. If the actual navigational performance
(ANP), of the FMC exceeds this value the EICAS message nav unable
RNP displays and, if on the ground, the associated checklist should be
accomplished. The EO SID is not approved when this EICAS message is
present.
• On takeoff ref 2/2 enter the appropriate acceleration altitudes.
• Select the terr feature for departure on at least one ND (both NDs if wxr
is not required).
SID.
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• Thoroughly brief and review both the normal and EO SIDs. The EO SID
may be displayed on the ND and legs page as a white modified route by
going to the dep arr page and selecting the eoxxxsid. This provides an
excellent visual review of the relationship of the normal SID and the EO
SID. Erase this modification after completing the engine out portion of
the departure briefing. Do not execute this modification or leave it as an
unexecuted route modification, as this would result in replacement of the
normal, file / cleared SID. An alternative method to view the EO SID
would be to program it into RTE 2 as the departure SID, in which case the
routing would appear as cyan in color on the ND when rte 2 is selected.
• Use VNAV/LNAV for takeoff and departure.
• During a normal departure, delete the manually inserted RNP value when
accomplishing the after takeoff checklist. This allows the appropriate
default RNP values to appear consistent the phase of flight. Failure to do
this will likely result in the nav unable rnp EICAS message as the actual
navigation performance values of the FMC increase during the remainder
of the flight.
In the event of an engine failure, first fly the aircraft using the appropriate
engine failure procedures and techniques as outlined in this section. The EO
SID automatically displays as a white modified route. The PF should call for the
eoxxxsid to be exec by the PM. The engine out route will then turn magenta,
with appropriate waypoints displayed on the legs page and the ND. Simply fly
the commands of the flight director, which will provide lateral and vertical path
commands to insure the aircraft clears all terrain and obstacles. When aircraft
control permits, the PM should advise ATC of the necessity to fly the engine
failure procedure.
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Arrival Setup Procedures
Some airports have approaches requiring special engine out go around / missed
approach procedures. As in departure procedure setup, specific procedures for
FMC setup are contained in the applicable Jeppesen Airport Information ( -7),
page. The following information is an overview of these procedures.
• Prior to descent, thoroughly brief and review both the normal and engine
inoperative go-around procedures. Ensure the destination airport is
present as the dep airport in rte 2. Under rte 2, dep select the planned
arrival runway as the departure runway and select the eoxxxsid. (This is
the only way to view or subsequently execute the engine out procedure for
a go-around / missed approach, since EO SIDs are not stored as an option
on the arr page.) This technique affords an excellent method to view and
brief the EO SID by simply selecting rte 2 on the CDU, resulting in the
cyan inactive route EO SID appearing on the ND and the rte 2 legs page
of the CDU. After completing the approach briefing, return to rte 1 on
both CDUs.
• On pos ref 2/3 insert the RNP value from the -7 page during the in range
checklist for the same reasons described in the departure procedures. This
value does not have to be deleted after landing since the RNP values reset
after shutdown, resulting in the appropriate default settings for the
subsequent flight.
• Select the terr feature for arrival on at least one ND (both NDs if wxr is
not required).
If a go-around / missed approach is required fly the appropriate procedure as
outlined on the 10-7 page.
In the event of an engine failure during the go-around / missed approach, first fly
the aircraft using the appropriate engine failure procedures and techniques as
outlined in this section. The PF should call for the PM to "ACTIVATE AND
EXECUTE RTE 2" and verify the appropriate active waypoint. LNAV should
be engaged and will now follow the EO SID lateral track. "CHECK TOP BUG"
should be called when appropriate and the aircraft cleaned up by use of the
prescribed engine inoperative go-around procedures as outlined in this section.
When able, the PM should advise ATC of the necessity to fly the engine failure
procedure.
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VNAV OPERATION - ENGINE FAILURE ON TAKEOFF
Verify that VNAV commands an acceleration at the FMC generated EO
ACCEL HT altitude of 800 ft ARE (or higher) by observing that FMC airspeed
has changed from the speed at VNAV engagement to one of the following three
speeds:
190 kts for 20° flap takeoff (flap limit speed is 1 95 kts)
210 kts for 15° flap takeoff (flap limit speed is 215 kts)
230 kts for 5° flap takeoff (flap limit speed is 235 kts)
CAUTION : Never allow the current airspeed pointer to be in the red and
black maximum airspeed indications on the PFD airspeed tape.
Note : VNAV also commands an acceleration (limited by flap/slats or gear
configuration) when the MCP or CDU altitude is captured prior to the
altitude entered on TAKEOFF page 2/2.
The PF calls for the next flap retraction schedule when the green flap
maneuvering speed number on the airspeed tape is at or below the pointer on
the current airspeed window. If the flaps are not positioned to the next flap
setting the aircraft accelerates to a speed 5 kts below the current flap limit speed
until an altitude is captured (autothrottles control speed), or the flap handle is
moved to the next lower flap setting.
When the flaps/slats are retracted VNAV commands an acceleration to the
VNAV climb speed of V ref 30 + 80 kts.
After the flaps/slats are retracted and the airspeed is V ref - 30 + 78 kts, the N]
thrust limit automatically changes to con.
If an engine failure during takeoff occurs above the flap retraction altitude (EO
ACCEL HT) the VNAV ACT XXX KT CLB page changes to the ACT VREF
+ 80 CLB page. This indicates an engine failure has been detected but not
verified. The pilot must now select and execute the eng out prompt at 5R. The
ACT VREF + 80 CLB page changes to the ACT EO CLB page and engine out
speed is displayed at 2L as eo spd xxx.
VNAV commands the engine out climb schedule, performance predictions and
guidance. The engine out speed is propagated to the T/C and into the engine out
cruise segment.
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The following information is displayed on the ACT EO CLB page:
• 4R MAX ALT / FL XXX
• 1L CRZALT/FLXXX
Note : The optimum (opt), maximum (max), and recommended (REC)
engine out altitudes are displayed on the ACT EO CRZ page.
When the aircraft reaches the T/C, VNAV transitions to the engine out cruise
phase. The VNAV ACT EO CLB page changes to the ACT EO CRZ
page with the engine out speed displayed as eo spd xxx at 2L.
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Cleared for takeoff, climb
and maintain 5,000 ft.
Engine Failure On Takeoff Profile (LNAV & VNAV)
HOLD
TO/GA
TO/GA
LNAV
VNAV
THR REF
TO/GA
TO/GA
LNAV
VNAV
FLT DIR
FLT DIR
Engine Failure
A
At V F
A
80 Knots
A
PM
"Rotate
• PF manually sets throttles to 55%
• PF pushes either TOGA switch
• PM verifies power setting and THR REF
on the FMA
• PM verifies HOLD on the FMA
Note : Pushing a TO/GA switch after 80 Kts.
Disarms LNAV & VNAV.
' CAPTAIN Remove hands from
throttles at 5 Knots prior to Vi
• PF begins to rotate at
2° per second, to 10° of pitch.
PF maintains directional control with
rudder
Note: The F/O must keep hand on throttles until takeoff power is set.
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Engine Failure On Takeoff Profile (LNAV & VNAV) initial climb (V 2 ) and acceleration
PF
• "Check Top Bug"
• "Flaps Five"
• "Flaps One"
. "Flaps Up"
Upon reaching maneuvering speed for the desired flap setting the
crew should consider the following prior to completing any checklists:
- Terrain
- Weather
- Crew workload management
- Diversion or return to departure airport
- Use of the autopilot to reduce workload (autopilot may be engaged as
soon as the aircraft is in trim at the maneuvering speed for the desired
flap setting and the altitude is greater than 1000' above field elevation)
• "Engine Fall (L/R) Check List"
CLEARANCE
■ PM retracts the landing gear
Above Runway Elevation
PM verifies LNAV & VNAV
Notes :
• PF engages Autopilot
• PF/PM verify Autopilot engagement
• PF/PM verify MCT power
• PM completes the After Takeoff Checklist
• Execute ENG OUT on VNAV CLB pg.
Climb speed is V 2 to V 2 + 15 Knots
Pushing a TO/GA switch removes takeoff thrust derates.
At 400 ft. Above Runway Elevated (ARE), PF can call
"HDG SEL/TRK SEL"for straight out departure.
PF may elect to retract flaps to 5° or 1 ° if returning for landing;
(PF calls "Check Flaps Five Speed" or "Check Flaps One Speed", retract the flaps to 571 °,
and when at the flaps 5° or 1 ° speed call "Continuos Power" and "Engine Fail (L/R) Checklist")
• PM retracts the flaps and
verifies speed bug on PFD
increases to selected Flap
Placard Speed - 5 Kts. (or opens MCP Speed Window and sets top bug, flaps 5° or flaps 1 " speed)
• PM completes the Engine Fail (L/R) Checklist (when appropriate)
• PF calls "CHECK TOP BUG" when FMC commanded airspeed changes on the PFD.
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Engine Inoperative Climb
The engine out climb speed provides maximum angle performance, and varies
with gross weight and altitude. At high altitudes and weights, a fixed Mach is
used as an upper limit on the engine out climb speed. Engine out climb speed is
the FMC default used during climb when ENG OUT CLIMB is selected. Select
ENG OUT CLIMB after flaps have retracted and all obstructions are cleared.
If a thrust loss occurs at other than takeoff thrust, set maximum continuous
thrust on the operative engine and lower the nose slowly to maintain airspeed as
the thrust loss occurs.
In the clean configuration, select the eng out mode (5R) on the CDU climb
page. The eng out mode provides VNAV commands to climb at engine out
climb speed to cruise altitude or maximum engine out altitude, whichever is
lower. If the aircraft is currently above maximum engine out altitude, drift down
information is available. Upon reaching level off altitude, the command speed
changes to EO SPD. Long Range Cruise (LRC) speed or Company Speed (CO
SPD) may be selected. Leave thrust set at maximum continuous thrust until
airspeed increases to the commanded value.
Engine Inoperative Cruise
Engine inoperative cruise information is available from the FMC.
If an engine failure occurs while at cruise altitude (after T/C), it may be
necessary to descend. On the FMC ACT CRZ page, select ENG OUT. This
will display mod crz calculated on engine out MCT and maintain the airspeed
displayed on the EO SPD line.
Set the EO cruise altitude in the MCP altitude window and execute the EO D/D
page. Thrust reference will change to con and the autothrottle will maintain
MCT. The aircraft will descend in VNAV using the vnav spd pitch mode.
Once the descent rate has decreased to 300 fpm during driftdown it is held
constant by the FMC until altitude capture.
At altitude capture the ENG OUT CRZ page is displayed. Maintain MCT and
driftdown altitude until the EO SPD speed is established.
If the aircraft is at or below maximum EO altitude when an engine becomes
inoperative, select and execute the EO CRZ page and maintain engine out cruise
speed. If required to cruise at maximum altitude, set MCT and establish a
climb, decelerating slowly to EO CLB speed. At level off select EO LRC for
best fuel economy.
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An alternate target driftdown speed can be selected using the MOD CRZ or EO
D/D page. LRC speed would result in a lower driftdown altitude but better fuel
performance. A company speed (CO SPD) could be selected.
An EO CRZ ALT can be entered on the MOD CRZ or EO D/D page.
Unless altered by the pilot, the level off cruise mode will be the same as was
used during driftdown. FMC fuel and ETA calculations for the driftdown and
remainder of the trip will be consistent with the selected speed mode. For best
fuel performance select the engine-out LRC mode following a minimum drag
speed (E/O) driftdown.
When VNAV is not used during engine out, set MCT on the operative engine
and maintain altitude until the aircraft decelerates to the displayed appropriate
engine out speed. Use engine out speed from the FMC while descending to the
engine out cruise altitude. Remain at MCT until the aircraft accelerates to LRC,
then maintain LRC speed. If the FMC is inoperative use turbulence penetration
airspeed to drift down and the engine out long-range cruise tables in Section 5.
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VNAV OPERATION - ENGINE OUT DRIFT DOWN
Engine out drift down is required when the current aircraft altitude is above the
EO MAX CRZ ALT. Several descent profiles are available; however, the
following always works and involves the least amount of risk.
1 . Select the eng out prompt from either the VNAV CLB, CRZ, or
ALTN page.
2 . Execute the ENG OUT MOD. (Resets VNAV CRZ altitude to the
ENG OUT MAX altitude.)
3 . Choose an altitude below the ENG OUT altitude and set in MCP
altitude window, (i.e., If ENG OUT altitude is 23,200 ft, set 23,000 in
window.)
4. Advise ATC of the situation and tell them you are descending to
FL230, then push the altitude selector knob.
• The aircraft begins a VNAV ACT EO D/D CRZ descent to the
EO MAX CRZ altitude (reset to 23,000 when altitude selector
knob pushed).
• The aircraft descends at approximately 300 fpm while slowing to
the EO drift down speed.
• Thrust is automatically set to CON.
5 . When the diversion plan has been completed (without an EO CRZ
flight segment), the pilot may change the speed on the SEL SPD line or
choose the lrc or co spd prompt.
Note : If the pilot wants to increase airspeed and descent rate it is
necessary to select the VNAV DES page and use the des now
prompt at 6R. As a result:
- ACT EO D/D page changes to VNAV DES,
- Aircraft accelerates to speed on SEL SPD line,
- Autothrottles may go to HOLD allowing the pilot to
adjust as necessary.
ENGINE & APU
Sec. 2.7 Page 20 7 77
Rev. 11/01/02 #9 Continental Flight Manual
INTENTIONALLY LEFT BLANK
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Flight Manual
Continental
ENGINE & APU
Sec. 2.7 Page 21
Rev. 11/01/02 #9
ONE ENGINE INOPERATIVE APPROACH, LANDING AND
MISSED APPROACH PROCEDURES
Weather minima for all one engine inoperative approaches are the same as for
both engines operating.
AFDS management and associated procedures are the same as for a normal
approach.
A manually flown ILS requires precise speed control. Allowing airspeed to
decrease below the recommended speeds increases drag and could result in
inadequate thrust for altitude control.
Under some atmospheric conditions (high temperatures, high pressure altitudes,
combined with high aircraft weight), limit thrust may be required to maintain
level flight with gear down and flaps 20.
If these conditions are encountered during the circling portion of a one engine
inoperative approach, consider retracting the landing gear. The GPWS gear
override switch may be used to prevent nuisance warnings. Extend the gear and
complete the landing checklist just prior to initiating the descent on the landing
profile.
One Engine Inoperative ILS Approach
Intercept the localizer with flaps 5 at the recommended maneuvering speed.
• At 2 dots deflection below the glideslope, the PF will call "FLAPS 20,
TARGET" and use the V REF 20 + 5 kts.
• At 1 dot deflection below the glideslope the PF will call "GEAR DOWN,
LANDING CHECKLIST." The PM will complete the landing checklist.
• At glideslope intercept the PF will call "TARGET" if required.
An autoland may be accomplished if the quality of the approach is satisfactory.
Additional engine-out logic is incorporated during runway alignment to insure
the downwind wing is not low at touchdown. If the crosswind is from the side
opposite the failed engine, a failed engine high (upwind wing low) attitude is
maintained during the approach. An additional sideslip is induced proportional
to the engine out crab and the crosswind sideslip (up to 5 degrees), and is
additive to the sideslip.
ENGINE & APU
Sec. 2.7 Page 22
Rev. 11/01/02 #9
Continental
111
Flight Manual
One Engine Inoperative ILS Approach (TAC Inoperative)
When using autopilots for the approach with an engine inoperative use rudder
pedal pressure or rudder trim. Below 1,500 foot radio altitude, with localizer
and glideslope captured and Land 2 or Land 3 annunciated, rudder inputs are
controlled by the autopilots.
In order to maintain wings level on final, in addition to sideslip used for wind
correction (up to 1 l A degrees), the autopilots may maintain a slight sideslip (up
to 1 l A degrees). The amount of rudder input is calculated from angle of attack
and rudder displacement. The rudder input is "washed out" to zero during the
flare. If the autopilots are disconnected, be prepared to maintain required
rudder pedal pressure.
Ill
Flight Manual
Continental
ENGINE & APU
Sec. 2.7 Page 23
Rev. 11/01/02 #9
CLEARANCE
Turn left heading 030 intercept
the localizer maintain 2,000 ft.
Until established cleared ILS
approach runway 36L
PF
Engine Inoperative Cat I Non-Monitored Manual Profile (VNAV)
PF PF
"Flaps Five, Speed"
■ Arm APP /LOC Mode
1 "Approach Checklist"
SPD
HDG SEL
VNAV PTH
FLT DIR
"Flaps One, Speed"
• PM selects the flaps to the 5 degree position
• PM sets flaps 5 maneuvering speed in the ATS window on the MCP
SPD
HDG SEL
VNAV PTH
FLT DIR
• PM selects the flaps to the 1 degree position
• PM sets flaps 1 maneuvering speed in the ATS
window on the MCP
When cleared for the Approach:
• On intercept heading PM selects, as appropriate, the APP / LOC Mode and sets the Glide Slope intercept altitude on the MCP
• BOTH PILOTS verify that the LOC and GS, as appropriate, arm on the FMA and that the Glide Slope intercept altitude is set on the MCP
SPD
HDG SEL
VNAV PTH
LOC
GS
FLT DIR
NOTES: 1 . If above the GS intercept altitude when cleared for the approach, set the GS intercept altitude
(for VNAV) or the next altitude restriction (for FLCH) in the MCP altitude window.
2. If using LOC mode due to altitude constraints arm the APP Mode when level at or descending
through the last altitude constraint prior to the GS intercept altitude.
SPD
LOC
VNAV PTH
GS
FLT DIR
PF
"Gear Down, Landing
Checklist"
SPD
LOC
GS
FLT DIR
2,000 ft.
1. No later than intercept heading and cleared for the approach m[
• PF Calls: "Approach Checklisr
• PM accomplishes the approach Checklist
2. At two dots below glide slope
• PF Calls: "Flaps Twenty, Targer
• PM selects the flaps to 20 and sets target speed in the MCP
3. At one dot below the glide slope
• PF Calls: "Gear Down, Landing Checklisr
• PM places the gear handle down and accomplishes the Landing Checklist
4. At 1 .000 ft. above TDZE
• PF Calls: "Check Missed Approach Altitude'
• PM sets Missed Approach Altitude in the MCP altitude window
PM
"One Thousand"
PM
<T"\^ At 1 .000 ft. TDZE
At 500 ft. TDZE
'Five Hundred"
Four Hundred"
Approaching
Minimums"
PM
• "Approach Lights
In Sight"
• "Runway In Sight"
• "Minimums"
When PM has visual reference to land the call is:
At 25 ft. RA ATS to IDLE on FMA
ENGINE & APU
Sec. 2.7 Page 24 7 77
Rev. 11/01/02 #9 Continental Flight Manual
CLEARANCE
Turn left heading 030 intercept
the localizer maintain 2,000 ft.
Until established cleared ILS
approach runway 36L
Engine Inoperative CAT I & CAT II Monitored/Coupled Profile (VNAV)
PF PF
Flaps Five, Speed"
PF
"Approach Checklist"
SPD
LNAV
VNAV PTH
A/P
"Flaps One, Speed"
• PM selects the flaps to the 5 degree position
• PF sets flaps 5 maneuvering speed in the ATS window on the MCP
SPD
LNAV
VNAV PTH
A/P
• PM selects the flaps to the 1 degree position
• PF sets flaps 1 maneuvering speed in the ATS
window on the MCP
/ When cleared for the Approach:
f S • On intercept heading PF selects, as appropriate, the APP / LOC Mode
£s and sets the Glide Slope intercept altitude on the MCP
BOTH PILOTS verify that the LOC and GS, as appropriate, arm on the
r . r-
FMA and that the Glide Slope intercept altitude is set on the MCP
NOTES: 1 . If above the GS intercept altitude when cleared for the approach, set the GS intercept altitude
(for VNAV) or the next altitude restriction (for FLCH) in the MCP altitude window.
2. If using LOC mode due to altitude constraints arm the APP Mode when level at or descending
through the last altitude constraint prior to the GS intercept altitude.
SPD
HDGSEL
VNAV PTH
LOC
GS
A/P
SPD
LOC
VNAV PTH
GS
SPD
LOC
ROLLOUT
GS
FLARE
(LAND 3 / LAND 2 / NO AUTOLAND) 1
SPD
LOC
ROLLOUT
FLARE
A/P
SPD
LOC
GS
(LAND 3 / LAND 2) 2
A/P
IDLE
LOC
FLARE
ROLLOUT
(LAND 3 /LAND 2) 3
IDLE
ROLLOUT
1.\
2,000 ft.
The FO should assume the Flying duties early in the approach
(No later than intercept HDG or, for straight in, 3 miles from OM.)
1. No later than intercept heading and cleared for the approach
• FO Calls: "Approach Checklist'
• CA accomplishes the approach Checklist
2. At two dots below glide slope ""S, %
• FO Calls: "Flaps Twenty, Target' |>
• CA selects the flaps to 20 and verifies that the target speed is set MCP
3. At one dot below the glide slope
• FO Calls: "Gear Down, Landing Checklist'
• CA places the gear handle down and accomplishes the Landing Checklist
4. At 1.000 ft. above TDZE
• FO Calls: "Check Missed Approach Altitude"
• CA/FO sets/verifies the Missed Approach Altitude in the MCP altitude window
NOTES: PF must disconnect autopilot at 200 ft. AFE if ASA shows (NO AUTOLAND.)
For CAT II approach ASA must be LAND 2 or LAND 3
The "Three Hundred" foot call is for a CAT II Approach only.
At DH the PM Calls: "Minimums"
(LAND 3 / LAND 2) 4
At 1.500 ft. TDZE CA/FO verify LAND 3 / LAND 2 / NO AUTOLAND on ASA. FLARE and ROLLOUT arm on FMA
CA
FO
CA
"One Thousand"
"Check Missed
Approach Altitude"
7^
At 1 .000 ft. TDZE
*\ At 500 ft. TDZE FO calls the appropriate ASA mode
"Five Hundred"
"Four Hundred"
"Three Hundred"
"Approaching
Minimums, I'm
Going Heads Upjy
When CA has visual reference to land the call is:
"I Have The
Aircraft"
2. •N yAJt 60 to 40 ft. RA. FO verifies FLARE on FMA (LAND 2/LAND 3^
3. V, %At 25 ft. RA. ATS to IDLE on FMA
4>v At 2 ft. RA. FO verifies ROLLOUT on FMA (LAND 2/LAND 3^
ENGINE & APU
777 Sec. 2.7 Page 25
Flight Manual Continental Rev. 11/01/02 #9
Ct£A/MNC£ En9
Turn left heading 030 intercept
the localizer maintain 2,000 ft.
Until established cleared ILS
approach runway 36L
PF
ine Inoperative CAT III (LAND 2) Monitored/Coupled Profile (VNAV)
PF
PF
Flaps Five, Speed"
"Approach Checklist"
SPD
LNAV
VNAV PTH
A/P
Flaps One, Speed"
1 PM selects the flaps to the 5 degree position
1 PF sets flaps 5 maneuvering speed in the ATS window on the MCP
SPD
LNAV
VNAV PTH
A/P
• PM selects the flaps to the 1 degree position
• PF sets flaps 1 maneuvering speed in the ATS
window on the MCP
When cleared for the Approach:
• On intercept heading PF selects, as appropriate, the APP / LOC Mode
and sets the Glide Slope intercept altitude on the MCP
• BOTH PILOTS verify that the LOC and GS, as appropriate, arm on the
FMA and that the Glide Slope intercept altitude is set on the MCP
NOTES: 1 . If above the GS intercept altitude when cleared for the approach, set the GS intercept altitude
(for VNAV) or the next altitude restriction (for FLCH) in the MCP altitude window.
2. If using LOC mode due to altitude constraints arm the APP Mode when level at or descending
through the last altitude constraint prior to the GS intercept altitude.
SPD
HDG SEL
VNAV PTH
LOC
GS
SPD
LOC
GS
ROLLOUT
FLARE
A/P
SPD
LOC
VNAV PTH
GS
A/P
SPD
LOC
GS
LAND 2 1
SPD
LOC
FLARE
ROLLOUT
LAND 2<
IDLE
LOC
FLARE
ROLLOUT
LAND 2 Z
IDLE
ROLLOUT
LAND 2'
At 1 .500 ft. TDZE CA/FO verify LAND 2 1 on ASA. FLARE and ROLLOUT arm on FMA
CA FO
"One Thousand"
NT
At 1.000 ft. TDZE
2,000 ft.
The FO should assume the Flying duties early in the approach
(No later than intercept HDG or, for straight in, 3 miles from OM.)
1. No later than intercept heading and cleared for the approach
• FO Calls: "Approach Checklist'
• CA accomplishes the approach Checklist
2. At two dots below glide slope
• FO Calls: "Flaps Twenty, Target 4^..
• CA selects the flaps to 20 and verifies that the target speed is set MCP
3. At one dot below the glide slope
• FO Calls: "Gear Down, Landing Checklist
• CA places the gear handle down and accomplishes the Landing Checklist
4. At 1.000 ft. above TDZE
• FO Calls: "Check Missed Approach Altitude"
• CA/FO sets/verifies the Missed Approach Altitude in the MCP altitude window
NOTES: At 50 ft. RA the FO Calls; "Minimums"
CA
• "Five Hundred"
• "Four Hundred"
• "Three Hundred"
• "Two Hundred"
• "Approaching
Minimums, I'm
Going Heads Up",/
CA
At 500 ft. TDZE FO calls: "LAND 2" '
When CA has visual reference to land the call is:
2. x nAJ 60 to 40 ft. RA. FO verifies FLARE on FMA
a.^ XAi 25 ft. RA. ATS IDLE on FMA
4~Nv At 2 ft. RA. FO verifies ROLLOUT on FMA
ENGINE & APU
Sec. 2.7 Page 26 7 77
Rev. 11/01/02 #9 Continental Flight Manual
Q[£A/MAfC£ En 9' ne '"operative CAT III (LAND 3) Monitored/Coupled Profile (VNAV)
Turn left heading 030 intercept
the localizer maintain 2,000 ft.
Until established cleared ILS
approach runway 36L
Flaps Five, Speed"
PF
• "Approach Checklist"
SPD
LNAV
VNAV PTH
A/P
Flaps One, Speed"
• PM selects the flaps to the 5 degree position
• PF sets flaps 5 maneuvering speed in the ATS window on the MCP
SPD
LNAV
VNAV PTH
A/P
• PM selects the flaps to the 1 degree position
• PF sets flaps 1 maneuvering speed in the ATS
window on the MCP
When cleared for the Approach:
• On intercept heading PF selects, as appropriate, the APP / LOC Mode
and sets the Glide Slope intercept altitude on the MCP
• BOTH PILOTS verify that the LOC and GS, as appropriate, arm on the
FMA and that the Glide Slope intercept altitude is set on the MCP
NOTES: 1. If above the GS intercept altitude when cleared for the approach, set the GS intercept altitude
(for VNAV) or the next altitude restriction (for FLCH) in the MCP altitude window.
2. If using LOC mode due to altitude constraints arm the APP Mode when level at or descending
through the last altitude constraint prior to the GS intercept altitude.
SPD
HDGSEL
VNAV PTH
SPD
LOC
GS
LOC
GS
ROLLOUT
FLARE
A/P
SPD
LOC
VNAV PTH
GS
LAND 3 1
PF
A/P
SPD
LOC
GS
SPD
LOC
FLARE
ROLLOUT
"Flaps
Twenty,
Target"
!>
A/P
LAND 3'
IDLE
LOC
FLARE
ROLLOUT
LAND 3 3
IDLE
ROLLOUT
2,000 ft. ^
The FO should assume the Flying duties early in the approach
(No later than intercept HDG or, for straight in, 3 miles from OM.)
1. No later than intercept heading and cleared for the approach
• FO Calls: "Approach Checklist'
• CA accomplishes the approach Checklist
2. At two dots below glide slope
• FO Calls: "Flaps Twenty, Target'
• CA selects the flaps to 20 and verifies that the target speed is set MCP
3. At one dot below the glide slope
• FO Calls: "Gear Down, Landing Checklist'
• CA places the gear handle down and accomplishes the Landing Checklist
4. At 1 .000 ft. above TDZE
• FO Calls: "Check Missed Approach Altitude"
• CA/FO sets/verifies the Missed Approach Altitude in the MCP altitude window
At 1 .500 ft. TDZE CA/FO verify LAND 3 1 on ASA. FLARE and ROLLOUT arm on the FMA
CA FO
"One Thousand"
LAND 3'
CA
4.\
At 1.000 ft. TDZE
\ At 500 ft. TDZE FO calls: "LAND 3"
• "Five Hundred"
• "Four Hundred"
• "Three Hundred"
• "Approaching
Alert Height, I
Have The Aircraft"
At 100 ft. RA automated call. FO calls: "Alert Height"
2. At 60 to 40 ft. RA. FO verifies FLARE on FMA
3N ^At 25 ft. RA. ATS IDLE on FMA
At 2 ft. RA. FO verifies ROLLOUT on FMA
Ill
Flight Manual
Continental
ENGINE & APU
Sec. 2.7 Page 27
Rev. 11/01/02 #9
One Engine Inoperative Non-Precision Approach
(TAC Operative Or Inoperative)
One engine inoperative non-precision approach's circling approach's and
missed approach's are the same as an all engine non-precision approach. The
preferred method to fly the path from the Final Approach Fix is VNAV with
speed intervention. (If VNAV is not available or desired, then FPA or V/S, in
that order of preference.) All one engine inoperative non-precision approaches
will be flown using the autopilot (and autothrottles if available).
When flying an approach with TAC operating the rudder control is
automatically controlled by TAC with minimal input required from the pilot.
When TAC is inoperative, rudder control and rudder trim are the same as with
other Boeing aircraft. Keep the rudder in trim at all times.
Intercept the final approach course with flaps 5 at the recommended
maneuvering speed.
• At 3 miles prior to the FAF, the PF will call "FLAPS 20, TARGET" and
use the Vref 20 + 5 kts. Minimum speed, providing bank angles will not
exceed 15 degrees for the remainder of the approach. If bank angles will
exceed 15 degrees, call "FLAPS 20, SPEED" and use the flaps 20
maneuvering speed.
• At 2 miles prior to the FAF, the PF will call "GEAR DOWN, LANDING
CHECKLIST." The PM will complete the landing checklist.
• At 1 mile prior to the FAF, the PF will call "TARGET" if required.
ENGINE & APU
Sec. 2.7 Page 28 7 77
Rev. 11/01/02 #9 Continental Flight Manual
INTENTIONALLY LEFT BLANK
Ill
Flight Manual
Continental
ENGINE & APU
Sec. 2.7 Page 29
Rev. 11/01/02 #9
CLEARANCE
Turn left heading 030 intercept
the (LOC) maintain 2,000 ft.
Until established cleared (LOC)
approach runway 36L pp
Engine Inoperative Non Precision Coupled Profile (VNAV)
PF
Flaps Five, Speed"
"Approach Checklist"
SPD
LNAV
VNAV PTH
A/P
• PM selects the flaps to the 5 degree position
• PF sets flaps 5 maneuvering speed in the ATS window on the MCP
SPD
LNAV
VNAV PTH
A/P
PM selects the flaps to the 1 degree position
PF sets flaps 1 maneuvering speed in the ATS
window on the MCP
When Cleared for the Approach:
• PF sets zero in the Altitude window on the MCP when cleared for the approach
• PM verifies that the zero is set in the Altitude window on the MCP
• On intercept heading PF selects the LOC or LNAV mode, as appropriate, on the MCP
• BOTH PILOTS verify that the LOC and LNAV, as appropriate, arm on the FMA
(When LOC /LNAV capture PF verifies / sets runway heading on the MCP)
PF
SPD
HDG SEL
LOC
VNAV PTH
SPD
LOC
VNAV PTH
"Flaps
Twenty,
Target"
A/P
A/P
2. At 3 miles
2,000 ft.
1. No later than intercept heading and cleared for the approach
• PF Calls: "Approach Checklist"
• PM accomplishes the approach Checklist
2. At 3 miles from the Final Approach Fix
• PF Calls: "Flaps Twenty, Target"
• PM selects the flaps to 20° and verifies that the target
is set in the MCP speed window
3. At 2 miles from the Final Approach Fix
• PF Calls: "Gear Down, Landing Checklist"
• PM places the gear handle down and accomplishes the Landing Checklist
4. At the Final Approach Fix*
• BOTH PILOTS verify that zero is set in the MCP Altitude window and the aircraft begins a
Descent to the DA/DDA
5. At 1 .000 ft. above TDZE
• PF Calls: "Check Missed Approach Altitude"
• PM/PF sets/verifies the Missed Approach Altitude in the MCP altitude window
NOTES : • This VNAV profile assumes that all FMC/CDU speed and altitude constraints have been entered on the Legs,
VNAV Cruise, and VNAV Descent pages.
• The FMA pitch mode is VNAV PTH.
• That speed intervention is being used with the flaps one call (must be in speed intervention no later than 3 miles from FAF).
• The profile is flown with a constant rate of descent down to a Decision Altitude (DA) or a Derived Decision Altitude (DDA)
which is determined by adding 50 feet to the charted MDA.
• If the approach is in the FMC data base the aircraft may not begin a descent exactly at the final approach fix.
PM
i "Five Hundred"
, "Approaching
Minimums"
• "Approach
Lights In Sight"
• "Runway In
Sight"
XAt 500 ft. TDZE
DA/DDA 390 ft. MSL
"'v. At 50 ft. Below DA/100 ft. Below DDA. PF disengages Autopilot
At 25 ft. RA. ATS to IDLE on FMA
Note: TDZE is 10 ft.
ENGINE & APU
Sec. 2.7 Page 30 777
Rev. 11/01/02 #9 Continental Flight Manual
Q^P/l/J^/YQ^ 1 Engine Inoperative Non Precision Monitored/Coupled Profile (VNAV)
Turn left heading 030 intercept | "Flaps Five, Speed" | | SPD | LNAV |VNAVPTH| I "Flaps One, Speed" I I SPD
Turn left heading 030 intercept
the (LOC) maintain 2,000 ft.
Until established cleared (LOC)
approach runway 36L pp
"Approach Checklist"
A/P
• PM selects the flaps to the 5 degree position
• PF sets flaps 5 maneuvering speed in the ATS window on the MCP
LNAV
VNAV PTH
A/P
> PM selects the flaps to the 1 degree position
' PF sets flaps 1 maneuvering speed in the ATS
window on the MCP*
When Cleared for the Approach:
• PF sets zero in the Altitude window on the MCP when cleared for the approach
• PM verifies that the zero is set in the Altitude window on the MCP
• On intercept heading PF selects the LOC or LNAV mode, as appropriate, on the MCP
• BOTH PILOTS verify that the LOC and LNAV, as appropriate, arm on the FMA
(When LOC /LNAV capture PF verifies / sets runway heading on the MCP)
SPD
HDG SEL
VNAV PTH
LOC
SPD
LOC
VNAV PTH
SPD
LOC
VNAV PTH
A/P
PM
"One Thousand"
PF
"Check Missed
Approach Altitude"
At 1 ,000 ft. TDZE
1. No later than intercept heading and cleared for the approach n,
• PF Calls: "Approach Checklist" 5
• PM accomplishes the approach Checklist
2. At 3 miles from the Final Approach Fix
• PF Calls: "Flaps Twenty, Target'
• PM selects the flaps to 20° and verifies that the target
is set in the MCP speed window
3. At 2 miles from the Final Approach Fix
• PF Calls: "Gear Down, Landing Checklist"
• PM places the gear handle down and accomplishes the Landing Checklist
4. At the Final Approach Fix*
• BOTH PILOTS verify that zero is set in the MCP Altitude window and the aircraft begins a
Descent to the DA/DDA
5. At 1 .000 ft. above TDZE
• PF Calls: " Check Missed Approach Altitude"
• PM/PF sets/verifies the Missed Approach Altitude in the MCP altitude window
NOTES : • This VNAV profile assumes that all FMC/CDU speed and altitude constraints have been entered on the Legs,
VNAV Cruise, and VNAV Descent pages.
• The FMA pitch mode is VNAV PTH.
• That speed intervention is being used with the flaps one call (must be in speed intervention no later than 3 miles from FAF).
• The profile is flown with a constant rate of descent down to the Decision Altitude (DA) or a Derived Decision Altitude (DDA)
which is determined by adding 50 feet to the charted MDA.
• If the approach is in the FMC data base the aircraft may not begin a descent exactly at the final approach fix.
Note: For monitored approaches the PM calls "Approaching
Minimums I'm Going Heads Up" at 100' above the DA/DDA
When the runway environment is in sight calls "I Have
The Aircraft".
PM
i "Five Hundred
i "Approaching
Minimums I'm
Going Heads Up'
SAJ 500 ft. TDZE
^ When PM has visual reference to land the call is
DA/DDA 390 ft. MSL
\ At 50 ft. Below DA/1 00 ft. Below DDA. PF disengages Autopilot
\
\ At 25 ft. RA. ATS to IDLE on FMA
Note: TDZE is 10 ft.
Ill
Flight Manual
Continental
ENGINE & APU
Sec. 2.7 Page 31
Rev. 11/01/02 #9
One Engine Inoperative Landing
The flight profile for a one engine inoperative landing is the same as for a
normal landing.
Asymmetrical reverse thrust may be used with one engine inoperative. Use
normal reversing procedures and techniques. TAC does not operate while using
reverse thrust or below 70 KIAS. If directional control becomes marginal
during deceleration return the reverse lever to the idle detent. Single engine taxi
to the gate is permissible at Captain's discretion.
One Engine Inoperative Landing (TAC Inoperative)
With the TAC inoperative, it may be desirable to trim the rudder to zero to
facilitate directional control during thrust reduction and on the runway. This
should be accomplished prior to 500 feet AFE to allow the PM ample time to
perform other duties and make appropriate altitude callouts.
Centering the rudder trim prior to landing allows most of the rudder pedal
pressure to be removed when the thrust of the operating engine is retarded to
idle at touchdown. Full rudder authority and rudder pedal steering capability are
not affected by the rudder trim. If touchdown occurs with the rudder still
trimmed for the approach, be prepared for the higher rudder pedal forces
required to track the centerline on rollout.
One Engine Inoperative Missed Approach
When making a one engine inoperative missed approach with TAC operating,
the rudder is automatically positioned to compensate for differential thrust with
minimal input required from the pilot. If a one engine inoperative missed
approach is required, leave the autopilot engaged if it was previously engaged.
• The PF will press either TO/GA switch and call "MINIMUM S, GOING
AROUND, FLAPS 5, CHECK POWER." The autothrottle of the operative
engine will automatically advance up to full GA power as required in order
to maintain approximately 2000 fpm rate of climb. If a manually flown
missed approach is required, press either to/ga switch, apply full go-
around thrust and rotate towards 15 degrees pitch attitude. The FD
commands a pitch attitude that will maintain the selected speed (final
approach speed). With an engine inoperative, the resulting vertical speed
will depend on temperature, available thrust and aircraft gross weight. The
to/ga roll mode maintains the existing ground track when to/ga is selected.
ENGINE & APU
Sec. 2.7 Page 32
Rev. 11/01/02 #9
Continental
111
Flight Manual
• After a positive climb is indicated the PF will call "POSITIVE RATE,
GEAR UP, CHECK MISSED APPROACH ALTITUDE." Adjust the
pitch attitude to maintain target speed (the Vref 20 + 5 is approximately V2
for flaps 5 and should be considered a minimum speed). Accomplish the
missed approach procedure as illustrated at flaps 5.
• At 400 feet AFE (or after the check missed approach altitude call if the
aircraft did not descend below 400 feet AFE), the PF will call "LNAV or
HEADING SELECT" as appropriate in order to comply with the missed
approach procedure or ATC instructions. If special engine out departure
procedures are not a factor, consideration should be given to requesting a
straight ahead missed approach. Selection of other pitch and roll modes
below 400 feet AGL will not change the autopilot and flight director go-
around modes.
• At 800 feet AFE or special obstacle clearance altitude (whichever is
higher), the PF will call "CHECK TOP BUG" and accelerate to the
appropriate speed and retract the flaps on schedule.
Upon reaching maneuvering speed for the desired flap setting the crew
should consider the following prior to completing any checklists:
• Terrain
• Weather
• Crew workload management
• Diversion
• Use of the autopilot to reduce workload (autopilot may be engaged as
soon as the aircraft is in trim at the maneuvering speed for the desired
flap setting and the altitude is greater than 1000" above field
elevation).
One Engine Inoperative Missed Approach (TAC Inoperative)
With the TAC inoperative, but the autopilot engaged, yaw will be initially
controlled by the autopilots. However, be prepared to immediately apply a
rudder input when selecting another lateral mode, vertical mode or when
altitude capture occurs. The system will revert to normal autopilot operation
and automatic control of rudder will be discontinued.
With the TAC inoperative and a manually flown one engine inoperative missed
approach the pilot must manually control the yaw with rudder and trim.
ENGINE &APU
777 Sec. 2.7 Page 33
Flight Manual Continental Rev. 11/01/02 #9
Engine Inoperative Coupled Go Around, Missed Approach Profile (LNAV)
ft£ARAHC£
LSPD | LNAV
ALT
Fly published missed
approach, maintain 2,000 ft
• "Check Top Bug"
• "Flaps One"
• "Flaps Up"
• "Continuous Thrust"
• "After Takeoff Checklist"
A/P
LTHR
LNAV
LTHR
TO/GA
TO/GA
A/P
PF
"Going Around"
"Flaps Five"
"Check Power"
PF or PM
"Positive Rate"
2,000 ft.
Aircraft accelerates to Top Bug
400' AFE
800" AFE/or higher Ref. Jepp. approach chart MAP
PF simultaneously pushes both throttles and a TO/GA switch
PM verifies THR and TO/GA on the FMA
BOTH PILOTS verify an increase in thrust and the aircraft
pitches up and begins to climb
PM retracts the flaps to 5° and retracts the landing gear
• PF sets Top Bug on the MCP Speed Window and pushes the CLB/CON switch
on the MCP when speed is top bug. Verifies CON thrust is set on the EICAS
• PM retracts flaps and completes the After Takeoff Checklist
PF pushes LNAV switch on MCP
PM verifies LNAV mode engages on the FMA
PM advises ATC of the Missed Approach and verifies Missed Approach Altitude is set in the MCP Window
Caution : When the roll modes changes from TO/GA the autopilot no longer controls the rudder
Notes : 1 . Go-Around speed is MCP target speed, current speed or target speed + 25 Kts. Maximum.
2. Pushing a TO/GA switch again will increase thrust limit to GA and ATS THR REF mode will be on the FMA.
3. At 400 ft. PF may push HDG SEL/TRK SEL on the MCP if a straight out missed approach is desired.
4. If the Missed Approach Altitude is captured prior to setting top bug, thrust will increase to the GA limit and the commanded
speed is 5 Kts. below the selected flap placard speed, then Top Bug when the flaps retract.
5. PF may elect to say ("Check Flaps Five Speed" or "Check Flaps One Speed") and leave the flaps at 5° or retract them to 1 ° if
returning for another approach. Select the CLB/CON switch on the MCP when the speed is at the Flaps 571 0 maneuvering
speed (or call "Continuous Power") PM will push the CLB/CON switch on the MCP.
ENGINE & APU
Sec. 2.7 Page 34
Rev. 11/01/02 #9
Continental
111
Flight Manual
Engine Inoperative Manual Go Around, Missed Approach Profile (LNAV)
LSPD
LNAV
ALT
Fly published missed
approach, maintain 2,000 ft
• "Check Top Bug"
• "Flaps One"
• "Flaps Up"
• "Continuous Thrust"
• "After Takeoff Checklist"
FLT DIR
LTHR
LNAV
FLT DIR
LTHR
TO/GA
TO/GA
FLT DIR
PF
• "Going Around"
• "Flaps Five"
• "Check Power"
PF or PM
Positive Rate"
2,000 ft.
Aircraft accelerates to Top Bug
800' AFE/or higher Ref. Jepp. approach chart MAP
PF simultaneously pushes both throttles and a TO/GA switch
PM verifies THR and TO/GA on the FMA
BOTH PILOTS verify an increase in thrust and the aircraft
pitches up and begins to climb
PM retracts the flaps to 5° and retracts the landing gear
PM pushes LNAV switch on MCP
PM verifies LNAV mode engages on the FMA
PM advises ATC of the Missed Approach and
verifies Missed Approach Altitude is set in the MCP Window
PM sets Top Bug on the MCP Speed Window and pushes the
CLB/CON switch on the MCP when the speed is top bug.
Verifies CON thrust is set on the EICAS
PM retracts flaps and completes the After Takeoff Checklist
Notes : 1 . Go-Around speed is MCP target speed, current speed or target speed + 25 Kts. Maximum.
2. Pushing a TO/GA switch again will increase thrust limit to GA and ATS THR REF mode will be on the FMA.
3. At 400 ft. PF may push HDG SEL/TRK SEL on the MCP if a straight out missed approach is desired.
4. If the Missed Approach Altitude is captured prior to setting top bug, thrust will increase to the GA limit and the commanded
speed is 5 Kts. below the selected flap placard speed, then Top Bug when the flaps retract.
5. PF may elect to say ("Check Flaps Five Speed" or "Check Flaps One Speed") and leave the flaps at 5° or retract them to 1 ° if
returning for another approach. Select the CLB/CON switch on the MCP when the speed is at the Flaps 571 ° maneuvering
speed (or call "Continuous Power") PM will push the CLB/CON switch on the MCP.
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ENGINE & APU
Sec. 2.7 Page 35
Rev. 11/01/02 #9
Engine Failure on Final Approach
If an engine failure should occur on final approach with the flaps in the landing
position, adequate thrust is available to maintain the approach profile using
landing flaps, if desired.
A landing using flaps 30 might be preferable in some circumstances, especially
if the failure occurs on short final or landing on runways where stopping
distance is critical.
The ability to continue the approach with such a failure in CAT III operations
may also be a factor. If the approach is continued at flaps 30, advance the thrust
to maintain the appropriate airspeed.
If a go-around is required while at flaps 30, follow the normal go-around
procedures, retracting the flaps to 20. Adequate performance is available at
flaps 20. Subsequent flap retraction should be made at a safe altitude in level
flight or a shallow climb.
Caution : If the decision is made not to continue the approach at flaps 30,
execute a go-around as described above. Do not attempt to
reconfigure the aircraft and continue the approach with flaps 20.
The high power required to compensate for the power loss and the
sink induced by flap retraction to 20 degrees will lead to an
unstable condition.
ENGINE & APU
Sec. 2.7 Page 36 777
Rev. 11/01/02 #9 Continental Flight Manual
□ ENG FUEL FILTER L, R
Condition: An impending fuel filter bypass condition exists on the affected
engine.
Note : Erratic engine operation and flameout may occur due to fuel
contamination.
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□ ENG FUEL VALVE L, R
Condition: Engine fuel or spar valve position disagrees with commanded
position.
IF eng fuel valve message is displayed when the fuel control switch is
positioned to cutoff, the engine may continue to run for approximately 10
seconds.
IF On the ground:
Do not attempt engine start.
Prevents possibility of not being able to shut down the engine if both valves
subsequently fail open.
* * * *
ENG IDLE DISAGREE
Condition: One engine is at approach idle and the other engine is at minimum
idle.
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ENGINE & APU
777 Sec. 2.7 Page 37
Flight Manual Continental Rev. 11/01/02 #9
□ ENG LIMIT PROT L, R
Condition: Engine control is operating in alternate mode and commanded Nj
exceeds maximum Ni.
Thrust Lever RETARD
Retard until N] remains within appropriate limits.
* * * *
□ ENG OIL FILTER L, R
Condition: Affected engine oil filter contamination has caused filter bypass.
Autothrottle Arm Switch OFF
Allows thrust lever to remain where manually positioned.
Thrust Lever RETARD
Retard slowly until eng oil filter message is no longer displayed or the
thrust lever is closed.
Decreases oil pressure in an attempt to stop filter bypass.
Ground Proximity Flap Override Switch OVRD
Note : Use flaps 20 and V REF 20 for landing and flaps 5 for go-around.
IF eng oil filter Message Remains Displayed:
Fuel Control Switch CUTOFF
APU Selector (If APU Available) START, RELEASE TO ON
Provides an additional source of electrical power.
Transponder Mode Selector TA ONLY
Prevents climb commands which can exceed single engine performance
capability.
Plan to land at the nearest suitable airport.
Ground Proximity Flap Override Switch OVRD
Note : Use flaps 20 and V REF 20 for landing and flaps 5 for go-around.
* * * *
ENGINE & APU
Sec. 2.7 Page 38
Rev. 11/01/02 #9
Continental
111
Flight Manual
□ ENG OIL PRESS L, R
Condition: Engine oil pressure is low.
Autothrottle Arm Switch OFF
Allows thrust lever to remain where manually positioned.
Thrust Lever CLOSE
Stabilizes air flow through engine.
Fuel Control Switch CUTOFF
APU Selector (If APU Available) START, RELEASE TO ON
Provides an additional source of electrical power.
Transponder Mode Selector TA ONLY
Prevents climb commands which can exceed single engine performance
capability.
Plan to land at the nearest suitable airport.
Ground Proximity Flap Override Switch OVRD
Note : Use flaps 20 and V REF 20 for landing and flaps 5 for go-around.
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ENGINE & APU
Sec. 2.7 Page 39
Rev. 11/01/02 #9
□ ENG OIL TEMP L, R
Condition: Engine oil temperature is high.
Autothrottle Arm Switch OFF
Allows thrust lever to remain where manually positioned.
Thrust Lever MOVE TO MID POSITION
Allows oil to cool.
Ground Proximity Flap Override Switch OVRD
Note : Use flaps 20 and V REF 20 for landing and flaps 5 for go-around.
IF Oil Temperature Above Red Line Limit, Or In Amber Band For 1 5
Minutes:
Thrust Lever CLOSE
Fuel Control Switch CUTOFF
APU Selector (If APU Available) START, RELEASE TO ON
Provides an additional source of electrical power.
Transponder Mode Selector TA ONLY
Prevents climb commands which can exceed single engine performance
capability.
Plan to land at the nearest suitable airport.
Ground Proximity Flap Override Switch OVRD
Note : Use flaps 20 and V REF 20 for landing and flaps 5 for go-around.
* * * *
ENGINE & APU
Sec. 2.7 Page 40
Rev. 11/01/02 #9
Continental
111
Flight Manual
ENG REV LIMITED L, R
Condition:
Condition:
Condition:
Engine thrust reverser will not deploy or reverse thrust will be
limited to idle on landing.
ENG REVERSER L, R
Fault is detected in the affected engine reverser system.
* * * *
ENG RPM LIMITED L, R
Engine control is limiting affected engine thrust to prevent Ni or
N 2 from exceeding the RPM operating limit.
* * * *
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ENGINE & APU
Sec. 2.7 Page 41
Rev. 11/01/02 #9
ENG SHUTDOWN
Condition: Both engines were shutdown on the ground by the fuel control
switches or fire switches.
* * * *
ENG SHUTDOWN L, R
Condition: Engine was shutdown by the fuel control switch or fire switch.
* * * *
□ ENG START VALVE L, R
OR
Condition: Engine start valve is not in commanded position.
Ground or in-flight start using a bleed air source may be unsuccessful.
Bleed air is not available to the starter.
IF On The Ground:
Fuel Control Switch CUTOFF
Start/Ignition Selector NORM
Prevents bleed air from entering starter if valve subsequently opens.
* * * *
IF In Flight:
Start/Ignition Selector NORM
Prevents bleed air from entering starter if valve subsequently opens.
Increase airspeed until x-bld is no longer displayed.
Assures sufficient air flow for windmill start.
* * * *
ENGINE & APU
Sec. 2.7 Page 42 777
Rev. 11/01/02 #9 Continental Flight Manual
□ ENG STARTER CUTOUT L, R
Condition: Start/ignition selector remains in start or engine start valve is
open when commanded closed.
Start/Ignition Selector NORM
IF eng starter cutout Message Remains Displayed:
Engine Bleed Switch OFF
Removes bleed air source from starter.
Bleed Isolation Switch (Affected Side) OFF
Removes bleed air source from starter.
IF On The Ground:
Ground Air Source (If In Use) DISCONNECT
Removes bleed air source from starter.
Wing Anti-Ice Selector OFF
From bleed lose wing checklist prevents possible asymmetrical ice build up
on the wings.
Do not accomplish the following checklists:
BLEED LOSS WING
PACK
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ENGINE & APU
Sec. 2.7 Page 43
Rev. 11/01/02 #9
ENG THRUST L, R
Condition: Engine is not producing commanded thrust.
* * * *
□ FIRE APU
Condition: Fire is detected in the APU.
APU Fire Switch
PULL AND ROTATE
Rotate to the stop and hold for 1 second.
Shuts off combustibles, shuts down the APU, and discharges the fire
extinguisher bottle.
Do not accomplish the following checklist:
APU SHUTDOWN
it it it it
ENGINE & APU
Sec. 2.7 Page 44
Rev. 11/01/02 #9
Continental
111
Flight Manual
□ FIRE ENGL, R
Condition: Fire is detected in the engine.
Autothrottle Arm Switch OFF
Allows thrust lever to remain where manually positioned.
Thrust Lever CLOSE
Assists in recognition of affected engine.
Fuel Control Switch CUTOFF
Engine Fire Switch PULL
Shuts off fuel and hydraulic fluid and arms the fire extinguishing system.
IF fire eng Message Remains Displayed:
Engine Fire Switch ROTATE
Rotate to the stop and hold for 1 second.
IF After 30 Seconds, fire eng Message Remains Displayed:
Engine Fire Switch ROTATE TO OTHER BOTTLE
Rotate to the stop and hold for 1 second.
APU Selector (If APU Available) START, RELEASE TO ON
Provides an additional source of electrical power.
Transponder Mode Selector TA ONLY
Prevents climb commands which can exceed single engine
performance capability.
Plan to land at the nearest suitable airport.
Ground Proximity Flap Override Switch OVRD
Note : Use flaps 20 and V REF 20 for landing and flaps 5 for go-around.
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FIRE PROTECTION
777 Sec. 2.8 TOC-1
Flight Manual Continental Rev. 11/01/02 #9
2.8 - FIRE PROTECTION
TABLE OF CONTENTS
BOTTLE 1,2 DISCH ENG 1
BOTTLE DISCH APU 1
BOTTLE DISCH CARGO 1
□ DET FIRE APU 1
DET FIRE CARGO AFT, FWD 2
DET FIRE ENG L, R 2
□ FIRE APU 2
□ FIRE CARGO AFT 3
□ FIRE CARGO FWD 4
□ FIRE ENG L, R 5
□ FIRE WHEEL WELL 6
□ OVERHEAT ENG L, R 7
SMOKE CREW REST F/D 8
□ SMOKE LAVATORY 8
SMOKE LAVATORY 8
FIRE PROTECTION
Sec. 2.8 TOC-2 777
Rev. 11/01/02 #9 Continental Flight Manual
INTENTIONALLY LEFT BLANK
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FIRE PROTECTION
Sec. 2.8 Page 1
Rev. 11/01/02 #9
BOTTLE 1, 2 DISCH ENG
Condition: Engine fire extinguisher bottle 1 or bottle 2 pressure is low.
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BOTTLE DISCH APU
Condition: APU fire extinguisher bottle pressure is low.
* * * *
BOTTLE DISCH CARGO
Condition: Both rapid discharge cargo fire extinguisher bottle pressures are
low.
* * * *
□ DET FIRE APU
Condition: APU fire detection is inoperative.
IF APU Not Running:
Do not start the APU unless use is required.
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OR
T
IF APU Running:
Plan to shut down the APU as soon as practical.
* * * *
FIRE PROTECTION
Sec. 2.8 Page 2 777
Rev. 11/01/01 #7 Continental Flight Manual
PET FIRE CARGO AFT, FWD
Condition: Affected cargo compartment smoke detection is inoperative.
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PET FIRE ENG L, R
Condition: Affected engine fire detection is inoperative.
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□ FIRE APU
Condition: Fire is detected in the APU.
APU Fire Switch PULL AND ROTATE
Rotate to the stop and hold for 1 second.
Shuts off combustibles, shuts down the APU, and discharges the fire
extinguisher bottle.
Do not accomplish the following checklist:
APU SHUTDOWN
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FIRE PROTECTION
777 Sec. 2.8 Page 3
Flight Manual Continental Rev. 11/01/01 #7
□ FIRE CARGO AFT
Condition: Smoke is detected in the aft cargo compartment.
Aft Cargo Fire Arm Switch ARMED
Cargo Fire Discharge Switch PUSH
Push and hold for 1 second.
Landing Altitude Selector PULL, SET 8000
Minimizes extinguisher agent leakage out of the compartment.
Plan to land at the nearest suitable airport.
Do not accomplish the following checklist:
LANDING ALTITUDE
WHEN AT TOP OF DESCENT
Landing Altitude Selector PUSH
Restores automatic selection of the FMC landing altitude.
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FIRE PROTECTION
Sec. 2.8 Page 4
Rev. 11/01/01 #7
Continental
111
Flight Manual
□ FIRE CARGO FWD
Condition: Smoke is detected in the forward cargo compartment.
Forward Cargo Fire Arm Switch
ARMED
Cargo Fire Discharge Switch
PUSH
Push and hold for 1 second.
Landing Altitude Selector
PULL, SET 8000
Minimizes extinguisher agent leakage out of the compartment.
Plan to land at the nearest suitable airport.
Note : Equipment cooling normal mode is inoperative. After 30 minutes of
operation at low altitude and low cabin differential pressure,
electronic equipment and displays may fail.
Do not accomplish the following checklists:
LANDING ALTITUDE
EQUIP COOLING OVRD
WHEN AT TOP OF DESCENT
Landing Altitude Selector
Restores automatic selection of the FMC landing altitude.
PUSH
* * * *
FIRE PROTECTION
777 Sec. 2.8 Page 5
Flight Manual Continental Rev. 11/01/01 #7
□ FIRE ENG L, R
Condition: Fire is detected in the engine.
Autothrottle Arm Switch OFF
Allows thrust lever to remain where manually positioned.
Thrust Lever CLOSE
Assists in recognition of affected engine.
Fuel Control Switch CUTOFF
Engine Fire Switch PULL
Shuts off fuel and hydraulic fluid and arms the fire extinguishing system.
IF fire eng Message Remains Displayed:
Engine Fire Switch ROTATE
Rotate to the stop and hold for 1 second.
IF After 30 Seconds, fire eng Message Remains Displayed:
Engine Fire Switch ROTATE TO OTHER BOTTLE
Rotate to the stop and hold for 1 second.
APU Selector (If APU Available) START, RELEASE TO ON
Provides an additional source of electrical power.
Transponder Mode Selector TA ONLY
Prevents climb commands which can exceed single engine
performance capability.
Plan to land at the nearest suitable airport.
Ground Proximity Flap Override Switch O VRD
Note : Use flaps 20 and V RE f 20 for landing and flaps 5 for go-around.
FIRE PROTECTION
Sec. 2.8 Page 6
Rev. 11/01/01 #7
Continental
111
Flight Manual
□ FIRE WHEEL WELL
Condition: Fire is detected in a main wheel well. No fire extinguishing
equipment is installed in the wheel wells. The primary source of
overheats or fire is in the wheel brake system. Tests have shown
that hot brakes alone will not cause a fire warning. A wheel
well fire warning must be assumed to be an actual fire. If a
warning should occur, the wheels should be extended removing
the fire from the wheel wells.
Attempts to remove and extinguish the fire source.
Plan to land at the nearest suitable airport.
Note : Flight with gear down increases fuel consumption and decreases
climb performance.
IF Landing Gear Must Be Retracted For Aircraft Performance:
When fire wheel well message no longer displayed:
Wait 20 minutes.
Attempts to ensure that wheel well fire is extinguished.
Landing Gear Lever UP
Observe Gear Extend Limit Speed (270K/.82M)
Landing Gear Lever
DN
it it it it
FIRE PROTECTION
777 Sec. 2.8 Page 7
Flight Manual Continental Rev. 11/01/02 #9
□ OVERHEAT ENG L, R
Condition: Overheat is detected in the nacelle.
Engine Bleed Switch OFF
Attempts to stop the flow of bleed air through the leak.
Autothrottle Arm Switch OFF
Allows thrust lever to remain where manually positioned.
Thrust Lever RETARD
Retard slowly until overheat eng message is no longer displayed or the
thrust lever is closed.
Reduces temperature in the nacelle.
IF overheat eng Message No Longer Displayed:
Note : Operate engine at the reduced thrust level for remainder of flight.
1
OR
T
IF overheat eng Message Remains Displayed:
Fuel Control Switch CUTOFF
APU Selector (If APU Available) START, RELEASE TO ON
Provides an additional source of electrical power.
Transponder Mode Selector TA ONLY
Prevents climb commands which can exceed single engine
performance capability.
Plan to land at the nearest suitable airport.
Ground Proximity Flap Override Switch OVRD
Note : Use flaps 20 and V REF 20 for landing and flaps 5 for go-around.
* * * *
FIRE PROTECTION
Sec. 2.8 Page 8
Rev. 11/01/02 #9 Continental
111
Flight Manual
SMOKE CREW REST F/D
Condition: Smoke is detected in flight deck crew rest compartment.
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□ SMOKE LAVATORY
Condition: Smoke is detected in one or more lavatories.
* * * *
SMOKE LAVATORY PROCEDURE
In the event of an alarm:
1 . Treat all lavatory smoke alarm activations as possible fires.
2. One Flight Attendant will contact the Captain and advise him of the
location of the alarm.
3 . Another Flight Attendant will obtain a fire extinguisher, locate the correct
lavatory, and conduct a visual inspection. If a fire exists, the Flight
Attendant will attempt to extinguish it.
4. If the visual inspection reveals smoke and/or fire cannot be contained or
extinguished, the Captain will be notified immediately. He will determine
the nearest suitable airfield in case the source of the smoke cannot be
contained and an emergency landing becomes necessary.
5. If the source of the smoke and/or fire cannot be contained or extinguished,
the Captain will be notified, and emergency declared, and a landing at the
nearest suitable airfield will be made. An emergency evacuation will be
accomplished at the Captain's discretion.
If no smoke and/or fire is found and the chime continues to sound, a false
activation should be suspected.
FLT CONTROLS
777 Sec. 2.9 TOC-1
Flight Manual Continental Rev. 11/01/00 #5
2.9 - FLT CONTROLS
TABLE OF CONTENTS
□ AUTO SPEEDBRAKE 1
□ FLAPS DRIVE 1
□ FLAPS PRIMARY FAIL 2
□ FLAP/SLAT CONTROL 2
□ FLIGHT CONTROL MODE 3
□ FLIGHT CONTROLS 4
FLT CONTROL VALVE 4
□ PITCH DOWN AUTHORITY 5
□ PITCH UP AUTHORITY 5
□ PRI FLIGHT COMPUTERS 6
□ SLATS DRIVE 7
□ SLATS PRIMARY FAIL 7
SPEEDBRAKE EXTENDED 8
□ SPOILERS 8
□ STAB GREENBAND 8
□ STABILIZER 9
□ STABILIZER C 9
STABILIZER CUTOUT 10
□ STABILIZER R 10
□ THRUST ASYM COMP 10
FLT CONTROLS
Sec. 2.9 TOC-2 777
Rev. 11/01/00 #5 Continental Flight Manual
INTENTIONALLY LEFT BLANK
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FLT CONTROLS
Sec. 2.9 Page 1
Rev. 11/01/02 #9
□ AUTO SPEEDBRAKE
Condition: A fault is detected in the automatic speedbrake system.
Note : Do not arm speedbrake lever.
Prevents inadvertent in-flight extension.
Note : Manually extend speedbrakes after landing.
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□ FLAPS DRIVE
Condition: Flap drive mechanism has failed.
Do not use alternate flaps.
Asymmetry and uncommanded motion protection is not provided in alternate
mode.
Ground proximity Flap Override Switch OVRD
Note : Do not use FMC fuel predictions with flaps extended.
IF Flap Position UP Or 1 :
Position flap lever to 1 and use Vref30 + 40 for landing.
* * * *
OR
T
IF Flap Position Between 1 And 5 Or At 5:
Use current flaps and V RE f30 + 40 for landing.
OR
* * * *
T
IF Flap Position Between 5 And 20:
Use current flaps and V RE f30 + 20 for landing.
OR
* * * *
T
IF Flap Position 20 Or Greater:
Use current flaps and V RE f20 for landing.
Do not accomplish the following checklist:
FLAPS PRIMARY FAIL
* * * *
FLT CONTROLS
Sec. 2.9 Page 2 777
Rev. 07/01/99 #2 Continental Flight Manual
□ FLAPS PRIMARY FAIL
Condition: Flaps are operating in secondary mode.
Ground Proximity Flap Override Switch OVRD
Note : Plan additional time for slower flap operation.
Note : Use flaps 20 and Vref 20 for landing.
Provides improved go-around performance.
* * * *
□ FLAP/SLAT CONTROL
Condition: Flap/slat electronics units are inoperative.
IF Flap Retraction Required:
Flap Lever UP
Alternate Flaps Arm Switch ALTN
Alternate Flaps Selector RET
Monitor airspeed during retraction.
Ground Proximity Flap Override Switch OVRD
Note : Plan additional time for alternate slat and flap extension. Flap
operation is slower in alternate mode.
Note : Due to flap/slat electronics units failure select item ovrd for FLAPS
action line on LANDING checklist.
Note : Use flaps 20 and Vref 20 for landing.
Alternate mode is limited to a maximum of flaps 20.
DEFERRED ITEMS
==> APPROACH CHECKLIST
Alternate Flaps Arm Switch ALTN
Alternate Flaps Selector EXT
Monitor airspeed during extension.
Extends flaps to flaps 20 position.
* * * *
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FLT CONTROLS
Sec. 2.9 Page 3
Rev. 07/01/99 #2
□ FLIGHT CONTROL MODE
Condition: Flight control system is operating in secondary mode.
Primary Flight Computers
Attempts to restore flight control normal mode.
IF flight control mode Message Remains Displayed:
Avoid abrupt control inputs.
Aircraft response is changed by simplified elevator feel and rudder ratio
systems.
Ground Proximity Flap Override Switch OVRD
Note : Inoperative items:
• Envelope protection functions
• Autopilot.
Note : Yaw dampening is degraded.
Note : Manual control inputs are required to compensate for asymmetric
thrust conditions.
Note : Use flaps 20 and Vref20 for landing. Ensures sufficient pitch trim
capability for landing.
Note : Do not arm speedbrake lever.
Note : Manually extend speedbrakes after landing.
Do not accomplish the following checklists:
AUTO SPEEDBRAKE
THRUST ASYM COMP
Disconnect Switch
DISC, THEN AUTO
* * * *
FLT CONTROLS
Sec. 2.9 Page 4
Rev. 07/01/99 #2
Continental
□ FLIGHT CONTROLS
Condition: Multiple flight control surfaces are inoperative or other flight
control system faults are detected.
Handling qualities are degraded.
Pitch and roll control capability is reduced with fewer operating control
surfaces.
Plan to land at the nearest suitable airport.
Ground Proximity Flap Override Switch OVRD
Note : Use flaps 20 and V REF 30 + 20 for landing.
Higher approach speeds improve aircraft maneuvering
characteristics.
Note : Crosswind limit for landing is 20 knots. Less control authority
decreases crosswind landing capability.
Note : Roll rate may be reduced inflight. Speedbrake effectiveness may be
reduced inflight and during landing.
Do not accomplish the following checklist:
SPOILERS
Condition: One or more flight control valves remain closed when
commanded open or one or more flight control shutoff switches
are in shutoff.
* * * *
FLT CONTROL VALVE
* * * *
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FLT CONTROLS
Sec. 2.9 Page 5
Rev. 11/01/02 #9
□ PITCH DOWN AUTHORITY
Condition: Pitch down authority is limited.
Slower airspeeds assist nose down pitch control.
Aircraft is approaching its nose down pitch control limit.
Note : Avoid speedbrake use and rapid thrust increases.
Only limited elevator authority is available to counter nose up pitching.
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□ PITCH UP AUTHORITY
Condition: Pitch up and flare authority are limited.
Do not extend flaps any further until on approach.
Aircraft is approaching its nose up pitch control limit.
Ground Proximity Flap Override Switch OVRD
Note : Do not use Autoland.
IF Flap Position 15 Or Less:
Note : Use flaps 5 and V REF 30 + 40 for landing.
Higher approach speeds provide better pitch up control authority.
* * * *
▼
IF Flap Position 20 Or Greater:
Note : Use flaps 20 and V REF 30 + 20 for landing.
Higher approach speeds provide better pitch up control authority.
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FLT CONTROLS
Sec. 2.9 Page 6
Rev. 07/01/99 #2
Continental
□ PRI FLIGHT COMPUTERS
Condition: Flight control system is operating in direct mode.
Primary Flight Computers
Disconnect Switch
DISC, THEN AUTO
Attempts to restore flight control normal mode.
IF pri flight computers Message Remains Displayed:
Avoid abrupt control inputs.
Aircraft response is changed by simplified elevator feel and rudder ratio
systems.
Ground Proximity Flap Override Switch OVRD
Note : Inoperative items:
• Envelope protection functions
• Autopilot
• Yaw damping
• Rudder manual trim cancel switch.
Note : Manual control inputs are required to compensate for asymmetric
thrust conditions.
Note : Use flaps 20 and Vref20 for landing. Ensures sufficient pitch trim
capability for landing.
Note : Do not arm speedbrake lever. Prevents inadvertent inflight
extension.
Note : Manually extend speedbrakes after landing.
Do not accomplish the following checklists:
AUTO SPEEDBRAKE
THRUST ASYM COMP
* * * *
FLT CONTROLS
777 Sec. 2.9 Page 7
Flight Manual Continental Rev. 07/01/99 #2
□ SLATS DRIVE
Condition: Slat drive mechanism has failed.
Do not use alternate flaps.
Asymmetry and uncommanded motion protection are not provided in
alternate mode.
Ground Proximity Flap Override Switch OVRD
Note : Do not use FMC fuel prediction with slats extended.
Note : Do not use AUTOLAND .
Note : Use flaps 20 and V REF 30 + 30 for landing.
Provides better handling qualities when slats are not fully extended.
Do not accomplish the following checklist:
SLATS PRIMARY FAIL
* * * *
□ SLATS PRIMARY FAIL
Condition: Slats are operating in secondary mode.
Note : Plan additional time for slower slat operation.
Note : Slats will extend beyond midrange when airspeed is below 239
knots. For go-around, do not exceed 239 knots until slats retract to
midrange.
* * * *
FLT CONTROLS
Sec. 2.9 Page 8
Rev. 07/01/99 #2
Continental
111
Flight Manual
SPEEDBRAKE EXTENDED
Condition: Speedbrake is extended when radio altitude is between 1 5 and
800 feet, or when the flap lever is in a landing position, or when
either thrust lever is not closed.
* * * *
□ SPOILERS
Condition: One or more spoiler pairs are inoperative.
Note : Roll rate may be reduced in flight. Speedbrake effectiveness may be
reduced in flight and during landing.
* * * *
□ STAB GREENBAND
Condition: Nose gear pressure switch disagrees with computed stabilizer
greenband.
FMC Weight And CG Entries CHECK
An incorrect entry may cause an incorrect stab greenband calculation.
* * * *
FLT CONTROLS
777 Sec. 2.9 Page 9
Flight Manual Continental Rev. 07/01/99 #2
□ STABILIZER
Condition: Uncommanded stabilizer motion is detected or stabilizer is
inoperative.
Stabilizer Cutout Switches CUTOUT
Prevents subsequent uncommanded or inappropriate stabilizer motion.
Do not exceed current airspeed.
Nose down elevator authority is limited.
Stabilizer is inoperative. Pitch trim remains available in the normal
flight control mode.
Ground Proximity Flap Override Switch OVRD
Note : Use flaps 20 and Vref30 + 20 for landing.
Provides sufficient elevator authority for landing.
Do not accomplish the following checklist:
FLIGHT CONTROLS
* * * *
□ STABILIZER C
Condition: Center stabilizer control path is inoperative.
Center Stabilizer Cutout Switch CUTOUT
Prevents subsequent uncommanded or inappropriate stabilizer motion.
Note : Left control wheel pitch trim switches may be inoperative.
* * * *
FLT CONTROLS
Sec. 2.9 Page 10
Rev. 07/01/99 #2
Continental
111
Flight Manual
STABILIZER CUTOUT
Condition: Both stabilizer cutout switches are in cutout.
* * * *
□ STABILIZER R
Condition: Right stabilizer control path is inoperative.
Right Stabilizer Cutout Switch CUTOUT
Prevents subsequent uncommanded or inappropriate stabilizer motion.
Note : Right control wheel pitch trim switches may be inoperative.
* * * *
□ THRUST ASYM COMP
Condition: Thrust asymmetry compensation is inoperative.
Thrust Asymmetry Compensation Switch OFF THEN AUTO
IF thrust aym comp Message Remains Displayed:
Note : Manual control inputs are required to compensate for
asymmetric thrust conditions.
* * * *
FLT INSTM DSP
777 Sec. 2.10 TOC-1
Flight Manual Continental Rev. 07/01/99 #2
2.10 -FLT INSTM DSP
TABLE OF CONTENTS
□ ALTN ATTITUDE 1
BARO SET DISAGREE 1
DISPLAY SELECT PNL 1
□ EFIS CONTROL PNL L, R 1
SGL SOURCE AIR DATA 1
□ SGL SOURCE DISPLAYS 2
SGL SOURCE RAD ALT 2
SINGLE SOURCE F/D 2
FLT INSTM DSP
Sec. 2.10 TOC-2 777
Rev. 07/01/99 #2 Continental Flight Manual
INTENTIONALLY LEFT BLANK
Ill
Flight Manual
Continental
FLT INSTM DSP
Sec. 2.10 Page 1
Rev. 07/01/99 #2
□ ALTN ATTITUDE
Condition: Both air data/attitude source switches are in the altn position.
Note : Both PFDs and the standby attitude indicator are displaying SAARU
attitude information.
* * * *
BARO SET DISAGREE
Condition: Captain and First Officer's barometric settings disagree.
* * * *
DISPLAY SELECT PNL
Condition: Left, center, or right CDU control of the display select panel is
active.
* * * *
□ EFIS CONTROL PNL L, R
Condition: EFIS control panel is inoperative or CDU control of the EFIS
control panel is active.
Note : CDU control of the EFIS control panel is accessed from the CDU
menu page.
* * * *
SGL SOURCE AIR DATA
Condition: Both PFDs are receiving air data from the same single channel
source.
* * * *
FLT INSTM DSP
Sec. 2.10 Page 2
Rev. 07/01/99 #2
Continental
111
Flight Manual
□ SGL SOURCE DISPLAYS
Condition: Some or all display units are using a single source of display
information.
Note : Both PFDs and NDs or just both NDs are displaying information
generated from a single source. Lower center display unit may be
blank or may not be capable of displaying all normal formats. Left
EFIS control panel controls either right PFD and ND or right ND
only.
* * * *
SGL SOURCE RAD ALT
Condition: Both PFDs are using the same source for radio altimeter
information.
* * * *
SINGLE SOURCE F/D
Condition: Both PFDs are using the same source for flight director
information.
* * * *
FLT MGT NAV
777 Sec. 2.11 TOC-1
Flight Manual Continental Rev. 11/01/01 #7
2.11 - FLT MGT NAV
TABLE OF CONTENTS
□ FMC 1
FMC MESSAGE 1
GPS 2
□ ILS ANTENNA 2
□ NAVADIRU INERTIAL 3
□ NAV AIR DATA SYS 5
□ NAV UNABLE RNP 7
SINGLE SOURCE ILS 7
TRANSPONDER L, R 7
FLT MGT NAV
Sec. 2.11 TOC-2 777
Rev. 11/01/01 #7 Continental Flight Manual
INTENTIONALLY LEFT BLANK
Continental
FLT MGT NAV
Sec. 2.11 Page 1
Rev. 11/01/01 #7
□ FMC
Condition: Both FMC's have failed or FMC selector is in L with left FMC
Select autopilot roll and pitch modes appropriate for the desired flight path.
LNAV and VNAV modes fail and VNAV guidance is lost when both FMC's
Note : LNAV can be re-engaged. Plan to enter new waypoints by latitude
and longitude into any CDU.
Note : Manually tune navigation radios through the CDU's.
Note : Refer to the Performance Section 5 for Vref speed and other
applicable performance information.
Landing Altitude Selector PULL, SET MANUALLY
Do not accomplish the following checklist:
LANDING ALTITUDE
failed or in R with right FMC failed.
fail.
* -k -k *
FMC MESSAGE
Condition: A message is in the FMC scratch pad.
■k -k * -k
FLT MGT NAV
Sec. 2.11 Page 2 777
Rev. 11/01/01 #7 Continental Flight Manual
GPS
Condition: GPS has failed.
* * * *
□ ILS ANTENNA
Condition: Two or more ILS receivers are not using the correct antennas
for best reception.
Note : AFDS may have difficulty capturing and/or tracking localizer and/or
glideslope. Aircraft path may be lower than indicated by glideslope
pointer.
* * * *
Continental
FLT MGT NAV
Sec. 2.11 Page 3
Rev. 11/01/01 #7
□ NAV ADIRU INERTIAL
Condition: ADIRU is not capable of providing valid attitude, position,
heading, track, and ground speed.
Heading information is displayed for 3 minutes after the nav adiru inertial
message is displayed. If the aircraft is in the polar region, heading
information is removed immediately.
GPS continues to provide position and track information.
Transponder Altitude Source Selector ALTN
Selects SAARU as air data source for transponder altitude reporting in
case the nav adiru inertial message was due to a complete failure of the
ADIRU.
Note : Inoperative items:
FMC VNAV pages
FMC performance predictions
PFD flap maneuvering speeds; refer to Vre F and Flap Maneuver
Speed Tables in Performance Section 5
ND wind direction/speed and wind arrow
Autobrake
LNAV
VNAV
TO/GA
LOC
GS
FPA
TRK HOLD/SEL.
Note : Inoperative AFDS modes:
(Continued)
FLT MGT NAV
Sec. 2.11 Page 4
Rev. 11/01/01 #7
Continental
111
Flight Manual
When heading no longer displayed and SET HDG line displayed on POS
INIT page 1/3:
Note : Crosscheck heading periodically for drift with the magnetic
compass and update SAARU heading as necessary. If magnetic
compass information is unreliable or unavailable, track
information may be used.
Note : VOR course deviation is available in the nd vor mode. ILS
localizer and glideslope deviation raw data is available on both
the PFD and the ND.
Note : If GPS is unavailable, the following additional items are
inoperative:
- ND map mode
- Active LEG course and distance
- Direct to waypoint function
- Alternate page DIVERT NOW function
- Navigation radio autotuning.
Heading
ENTER
Sets SAARU heading to proper reference for display.
Autopilot (If Required)
RE-ENGAGE
* * *
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Continental
FLT MGT NAV
Sec. 2.11 Page 5
Rev. 11/01/01 #7
□ NAV AIR DATA SYS
Condition: Information from air data sources is no longer being combined
for display.
Avoid abrupt control inputs.
Aircraft response is changed by simplified elevator feel and rudder ratio
systems.
Crosscheck airspeed and altitude on the PFDs and standby flight instruments
for accuracy.
Each display is receiving data from an independent source.
Note : Normal pitch attitude and thrust settings are available in flight with
unreliable airspeed table in Performance Section 5.
Note : Select alternate air data/attitude source if airspeed or altitude on the
respective PFD is determined to be in error and the airspeed or
altitude on the opposite side PFD is verified to be correct. Attempts
to remove erroneous data from PFD.
Ground Proximity Flap Override Switch OVRD
From FLIGHT CONTROL MODE checklist.
Note : Inoperative items:
• Envelope protection functions
• Autopilot
• Flight directors
• Autothrottles
• PFD flap maneuvering speeds; refer to Vref and Flap Maneuver
Speed Tables in Performance Section 5.
Inoperative items envelop protection functions and autopilot from FLIGHT
CONTROL MODE checklist.
Note : Yaw damper is degraded. From FLIGHT CONTROL MODE
checklist.
(Continued)
FLT MGT NAV
Sec. 2.11 Page 6
Rev. 11/01/01 #7
Continental
111
Flight Manual
Note : Manual control inputs are required to compensate for asymmetric
thrust conditions. From THRUST ASYM COMP checklist.
Note : Use flaps 20 and VREF20 for landing. From FLIGHT CONTROL
MODE checklist. Ensures sufficient pitch control for landing.
Note : Do not arm speedbrake lever. From AUTO SPEEDBRAKE checklist.
Prevents inadvertent inflight extension.
Note : Manually extend speedbrakes after landing. From AUTO
SPEEDBRAKE checklist.
Do not accomplish the following checklists:
AUTO SPEEDBRAKE
FLIGHT CONTROL MODE
THRUST ASYM COMP
it it it it
Ill
Flight Manual
Continental
FLT MGT NAV
Sec. 2.11 Page 7
Rev. 11/01/02 #9
□ NAV UNABLE RNP
Condition: Navigation performance does not meet required accuracy.
If In Flight:
IF On Procedure or Airway that has an RNP alerting requirement.
Select alternate procedure, airway or initiate a go-around.
OR
OR
•k -k -k -k
IF On Procedure or Airway Without RNP:
Verify position.
* * * *
IF On the Ground:
Plan to park aircraft for 6 to 1 5 minutes until dash prompts appear on
SET INERTIAL POS line and new aircraft position can be entered.
POS INIT Page SELECT
When dash prompts appear on SET INERTIAL POS line:
Position ENTER
Enter most accurate aircraft position.
Continue normal operations. There are no dispatch restrictions.
* * * *
SINGLE SOURCE ILS
Condition: Both PFDs and NDs are using the same source for ILS
information.
■k -k -k -k
TRANSPONDER L, R
Condition: Affected transponder has failed.
* * * *
FLT MGT NAV
Sec. 2.11 Page 8 777
Rev. 11/01/01 #7 Continental Flight Manual
INTENTIONALLY LEFT BLANK
FUEL
777 Sec. 2.12 TOC-1
Flight Manual Continental Rev. 11/01/02 #9
2.12 - FUEL
TABLE OF CONTENTS
□ FUEL AUTO JETTISON 1
□ FUEL CROSSFEED AFT 2
□ FUEL CROSSFEED FWD 2
□ FUEL IMBALANCE 3
FUEL IN CENTER 3
FUEL JETT NOZZLE L, R 3
□ FUEL JETTISON MAIN 4
□ FUEL JETTISON SYS 4
FUEL LOW CENTER 5
□ FUEL PRESS ENG L, R 5
FUEL PRESS ENG L+R 5
□ FUEL PUMP CENTER L, R 6
FUEL PUMP L AFT, FWD 6
FUEL PUMP R AFT, FWD 6
□ FUEL QTY LOW 7
□ FUEL TEMP LOW 7
□ FUEL VALVE APU 8
FUEL
Sec. 2.12 TOC-2 777
Rev. 11/01/02 #9 Continental Flight Manual
INTENTIONALLY LEFT BLANK
Ill
Flight Manual
Continental
FUEL
Sec. 2.12 Page 1
Rev. 11/01/02 #9
□ FUEL AUTO JETTISON
Condition: Fuel jettison automatic shutoff has failed, or total fuel quantity is
less than selected TO REMAIN quantity and a nozzle valve is
open.
IF One Or More Tank Quantity Indications Blank:
Determine jettison time using the following rates:
• Fuel in center tank: 5400 lbs./minute
• Center tank empty: 3100 lbs./minute
Fuel Jettison Nozzle Switches ON
Do not accomplish the following checklist:
FUEL JETTISON
WHEN FUEL JETTISON COMPLETE
Fuel Jettison Nozzle Switches OFF
Closes fuel jettison nozzle valves.
Fuel Jettison Arm Switch OFF
Disarms fuel jettison system and removes FUEL TO REMAIN quantity
from EICAS.
IF FUEL Line On PERF INIT Page Is Blank:
Wait 5 minutes after fuel jettison ami switch was positioned off.
Manual entry of fuel quantity is not possible until 5 minutes after jettison is
complete.
Enter current estimated total fuel in the FUEL line box prompts on the
PERF INIT page.
Provides gross weight data for FMC performance calculations and allows
VNAV to be re-engaged.
* * * *
FUEL
Sec. 2.12 Page 2 777
Rev. 11/01/02 #9 Continental Flight Manual
□ FUEL CROSSFEED AFT
Condition: Aft crossfeed valve is not in the commanded position.
IF Aft Crossfeed Switch on:
Forward Crossfeed Switch ON
Provides alternate path for fuel crossfeed.
* * * *
□ FUEL CROSSFEED FWD
Condition: Forward crossfeed valve is not in the commanded position.
IF Forward Crossfeed Switch on :
Aft Crossfeed Switch ON
Provides alternate path for fuel crossfeed.
* * * *
FUEL
777 Sec. 2.12 Page 3
Flight Manual Continental Rev. 11/01/02 #9
□ FUEL IMBALANCE
Condition: Fuel imbalance between main tanks is excessive.
IF Fuel Leak Suspected:
^ Accomplish the FUEL LEAK checklist.
OR
* * * *
T
IF Fuel Leak Not Suspected:
Crossfeed Switch (Either) ON
Allows fuel from the high tank to feed both engines.
Forward And Aft
Fuel Pump Switches (Low tank) OFF
Allows fuel from the high tank to feed both engines.
WHEN FUEL BALANCING COMPLETE
Forward And Aft Fuel Pump Switches (All) ON
Restores fuel feed from low tank.
Crossfeed Switches OFF
Restores main tank-to-engine fuel feed.
k k k k
FUEL IN CENTER
Condition: Both center fuel pump switches are off with fuel in the center
tank.
* * * *
FUEL JETT NOZZLE L, R
Condition: Jettison nozzle valve is not in the commanded position.
* * * *
FUEL
Sec. 2.12 Page 4
Rev. 11/01/02 #9
Continental
111
Flight Manual
□ FUEL JETTISON MAIN
Condition: Fuel jettison from main tanks is inoperative.
Fuel jettison can occur only from the center tank.
Do not accomplish the following checklist:
FUEL JETTISON
When center tank empty or FUEL TO REMAIN quantity reached:
Fuel Jettison Nozzle Switches OFF
Fuel Jettison Arm Switch OFF
k k k k
□ FUEL JETTISON SYS
Condition: Fuel jettison system is inoperative.
Fuel Jettison Nozzle Switches OFF
Closes fuel jettison nozzle valves.
Fuel Jettison Arm Switch OFF
Disarms fuel jettison system and removes TO REMAIN quantity from
EICAS.
Do not accomplish the following checklist:
FUEL JETTISON
k k k k
Ill
Flight Manual
Continental
FUEL
Sec. 2.12 Page 5
Rev. 11/01/02 #9
FUEL LOW CENTER
Condition: Center tank is empty and one or both center fuel pump switches
are on.
k k k k
□ FUEL PRESS ENG L, R
Condition: Engine is on suction feed.
Note : At high altitude thrust deterioration or engine flameout may occur.
IF Unable To Maintain Required Thrust On Affected Engine:
Crossfeed Switch (Either) ON
Allows fuel feed from operative pump side.
Note : Continued operation with a crossfeed valve open will result in a
progressive fuel imbalance due to both engines feeding from the
same main tank.
Do not balance fuel.
Do not accomplish the following checklist:
FUEL IMBALANCE
When fuel imbalance message displays:
Crossfeed Switches (Both) OFF
Continue suction feed operation. Sufficient roll control is available to
compensate for any main tank fuel imbalance.
If unable to maintain required thrust on affected engine, operate at
lower altitude.
* * * *
FUEL PRESS ENG L+R
Condition: All fuel pump output pressures are low.
k k k k
FUEL
Sec. 2.12 Page 6
Rev. 11/01/02 #9
Continental
111
Flight Manual
□ FUEL PUMP CENTER L, R
Condition: Center fuel pump output pressure is low.
IF Either fuel pump center l Or fuel pump center r Message Displayed:
Crossfeed Switch (Either) ON
Prevents fuel imbalance by feeding both engines from the same center
fuel pump.
OR
•k -k -k -k
IF Both fuel pump center l And fuel pump center r Messages Displayed:
Check available left and right main tank quantity is sufficient for the
planned flight.
Center tank fuel is not available.
Crossfeed Switches OFF
Sets up main tank-to-engine fuel feed.
* * * *
FUEL PUMP L AFT, FWD
Condition: Left aft or forward fuel pump output pressure is low.
* * * *
FUEL PUMP RAFT, FWD
Condition: Right aft or forward fuel pump output pressure is low.
■k -k -k -k
Ill
Flight Manual
Continental
FUEL
Sec. 2.12 Page 7
Rev. 11/01/02 #9
□ FUEL QTY LOW
Condition: Fuel quantity is low in either main tank.
IF Fuel Leak Suspected:
T Accomplish the FUEL LEAK checklist.
or]
* * * *
IF
Fuel Leak Not Suspected:
Crossfeed Switch (Either) ON
Ensures fuel is available to both engines if the low tank empties.
Fuel Pump Switches (All) ON
Ensures all fuel is available for use.
Plan to land at the nearest suitable airport.
Note : Avoid high nose up attitude and excessive acceleration to
prevent forward pumps from uncovering.
Prevents forward pumps from uncovering.
k k k k
[J FUEL TEMP LOW
Condition: Fuel temperature is approaching minimum.
Increase airspeed, change altitude, and/or deviate to a warmer air mass to
achieve a TAT equal to or higher than the fuel temperature limit (3 degrees C
above the fuel freeze point).
TAT increases approximately 0.5 to 0.7 degrees C for each 0.01 increase in
airspeed. In extreme conditions it may be necessary to descend as low as FL
250.
* * * *
FUEL
Sec. 2.12 Page 8
Rev. 11/01/02 #9
Continental
111
Flight Manual
□ FUEL VALVE APU
Condition: APU fuel valve is not in the commanded position.
Do not start the APU.
Prevents a potential fire hazard.
Note : APU is not available for remainder of flight.
Do not accomplish the following checklist:
APU SHUTDOWN
it it it it
HYDRAULICS
777 Sec. 2.13 TOC-1
Flight Manual Continental Rev. 07/01/99 #2
2.13- HYDRAULICS
TABLE OF CONTENTS
□ HYD AUTO CONTROL C 1
□ HYD AUTO CONTROL L, R 1
□ HYD OVERHEAT DEM C1, C2, L, R 1
□ HYD OVERHEAT PRI C1, C2 2
□ HYD OVERHEAT PRI L, R 2
□ HYD PRESS DEM C1, C2, L, R 3
□ HYD PRESS PRI C1 , C2 3
□ HYD PRESS PRI L, R 3
□ HYD PRESS SYS C 4
□ HYD PRESS SYS L 6
□ HYD PRESS SYS L+C 7
HYD PRESS SYS L+C+R 9
□ HYD PRESS SYS L+R 10
□ HYD PRESS SYS R 11
□ HYD PRESS SYS R+C 12
HYD QTYLOWC, L, R 14
RAT UNLOCKED 14
HYDRAULICS
Sec. 2.13 TOC-2 777
Rev. 07/01/99 #2 Continental Flight Manual
INTENTIONALLY LEFT BLANK
HYDRAULICS
777 Sec. 2.13 Page 1
Flight Manual Continental Rev. 07/01/99 #2
□ HYP AUTO CONTROL C
Condition: Both center demand pump auto functions and all center
hydraulic system indications are inoperative.
CI Demand Pump Selector ON
Provides continuous demand pump pressure.
* * * *
□ HYP AUTO CONTROL L, R
Condition: Demand pump auto function and all left or right hydraulic
system indications are inoperative.
Demand Pump Selector (Affected System) ON
Provides continuous demand pump pressure.
* * * *
"□ HYP OVERHEAT PEMC1,C2,L,R~
Condition: Demand pump temperature is high.
Demand Pump Selector OFF
Attempts to eliminate source of overheat.
Do not accomplish the following checklist:
HYD PRESS DEM
* * * *
HYDRAULICS
Sec. 2.13 Page 2 777
Rev. 11/01/00 #5 Continental Flight Manual
□ HYP OVERHEAT PRI C1, C2
Condition: Primary pump temperature is high.
Primary Pump Switch OFF
Attempts to eliminate source of overheat.
Do not accomplish the following checklist:
HYD PRESS PRI
* * * *
□ HYD OVERHEAT PRI L, R
Condition: Primary pump temperature is high.
Primary Pump Switch OFF
Attempts to eliminate source of overheat.
Note : Thrust reverser on the affected side may be inoperative.
Do not accomplish the following checklist:
HYD PRESS PRI
* * * *
HYDRAULICS
777 Sec. 2.13 Page 3
Flight Manual Continental Rev. 07/01/99 #2
□ HYD PRESS DEM C1, C2, L, R
Condition: Demand pump output pressure is low when commanded on.
Demand Pump Selector ON
Restores system pressure if auto demand function failed to operate.
IF hyd press dem Message Remains Displayed:
Demand Pump Selector OFF
Avoids system contamination and/or pump damage.
* * * *
□ HYD PRESS PRIC1.C2
Condition: Primary pump output pressure is low.
Primary Pump Switch OFF
Avoids system contamination and/or damage.
* * * *
□ HYD PRESS PRI L, R
Condition: Primary pump output pressure is low.
Primary Pump Switch OFF
Note : Thrust reverser on the affected side may be inoperative.
* * * *
HYDRAULICS
Sec. 2.13 Page 4 777
Rev. 11/01/00 #5 Continental Flight Manual
□ HYP PRESS SYS C
Condition: Center hydraulic system pressure is low.
CI Or C2 Demand Pump Selector ON
Restores system pressure if auto demand function failed to operate.
IF hyd press sys c Message Remains Displayed:
C2 Primary Pump Switch OFF
Avoids system contamination and/or pump damage.
CI And C2 Demand Pump Selectors OFF
Avoids system contamination and/or pump damage and prevents an
air system low flow condition.
Ground Proximity Flap Override Switch OVRD
Note : Inoperative items:
• Main landing gear hydraulic operation
• Main gear steering.
Note : Plan additional time for slower slat and flap operation.
Note : Slats will extend beyond midrange when airspeed is below
239 knots. For go-around, do not exceed 239 knots until
slats retract to midrange.
Note : Use flaps 20 and V RE f20 for landing. Ensures adequate go-
around performance due to slower slat/flap operation in
secondary mode.
Note : Roll rate may be reduced inflight. Speedbrake effectiveness
may be reduced inflight and during landing.
Note : Do not arm speedbrake lever. Prevents inadvertent inflight
extention.
Note : Manually extend speedbrakes after landing.
Note : For go around, observe gear extend limit speed (270 kts/
.82 Mach).
(Continued)
HYDRAULICS
777 Sec. 2.13 Page 5
Flight Manual Continental Rev. 11/01/00 #5
Do not accomplish the following checklists:
AUTO SPEEDBRAKE
SPOILERS
< < < < < DEFERRED ITEMS ► ► ► ► ►
==> APPROACH CHECKLIST
Initiate flap extension as required.
Landing Gear Lever DN
Ensures nose gear extension if pressure still exists in that part of
the system.
Alternate Gear Switch DOWN
Push and hold for one second.
Reduction of airspeed to below 240 knots may be necessary for
landing gear to lock down.
Do not accomplish the following checklists:
FLAPS PRIMARY FAIL
SLATS PRIMARY FAIL
GEAR DOOR
* * * *
HYDRAULICS
Sec. 2.13 Page 6
Rev. 05/01/00 #4
Continental
□ HYP PRESS SYS L
Condition: Left hydraulic system pressure is low.
Left Demand Pump Selector
ON
Restores system pressure if auto demand function failed to operate.
IF hyd press sys l Message Remains Displayed:
Avoids system contamination and/or pump damage.
Note : Inoperative items:
• Left Thrust Reverser
• Autoland
Note : Roll rate may be reduced in flight. Speedbrake
effectiveness may be reduced inflight and landing.
Do not accomplish the following checklist:
Left Primary pump Switch
OFF
Left Demand Pump Selector
OFF
SPOILERS
* * * *
HYDRAULICS
777 Sec. 2.13 Page 7
Flight Manual Continental Rev. 05/01/00 #4
□ HYD PRESS SYS L+C
Condition: Left and center hydraulic system pressures are low.
Left Demand Pump Selector ON
Restores system pressure if auto demand function failed to operate.
CI Or C2 Demand Pump Selector ON
Restores system pressure if auto demand function failed to operate.
IF hyd press sys l+c Message Remains Displayed:
Left Primary Pump Switch OFF
C2 Primary Pump Switch OFF
Avoids system contamination and/or pump damage.
Left Demand Pump Selector OFF
Avoids system contamination and/or pump damage.
CI And C2 Demand Pump Selectors OFF
Avoids system contamination and/or pump damage and prevents an
air system low flow condition.
Handling qualities are degraded.
Pitch and roll control capability is reduced with fewer operating
control surfaces.
Plan to land at the nearest suitable airport.
Ground Proximity Flap Override Switch OVRD
Note : Inoperative items:
• Multiple flight control surfaces
• Autoland
• Main landing gear hydraulic operation
• Left thrust reverser
• Main gear steering.
(Continued)
HYDRAULICS
Sec. 2.13 Page 8
Rev. 11/01/00 #5
Continental
IF hyd press sys l+c Message Remains Displayed: (Continued)
Note : Plan additional time for slower slat and flap operation.
Note : Slats will extend beyond midrange when airspeed is below 239
knots. For go-around, do not exceed 239 knots until slats
retract to midrange.
Note : Use flaps 20 and Vref30 + 20 for landing. Higher approach
speeds improve aircraft-maneuvering characteristics.
Note : Crosswind limit for landing is 20 knots. Less control authority
decreases crosswind-landing capability.
Note : Roll rate may be reduced in flight. Speedbrake effectiveness
may be reduced inflight and landing.
Note : Do not arm speedbrake lever. Prevents inadvertent inflight
extension.
Note : Manually extend speedbrakes after landing.
Note : For go around, observe gear extend limit speed (270 k/.82
Mach).
Do not accomplish the following checklists:
AUTO SPEEDBRAKE
FLIGHT CONTROLS
SPOILERS
< 4 4 4 4 DEFERRED ITEMS ► ► ► ► ►
==> APPROACH CHECKLIST
Initiate flap extension as required.
Landing Gear Lever DN
Ensures nose gear extension if pressure still exists in that part of
the system.
(Continued)
Ill
Flight Manual
Continental
HYDRAULICS
Sec. 2.13 Page 9
Rev. 11/01/00 #5
Alternate Gear Switch
DOWN
Push and hold for 1 second.
Reduction of airspeed to below 240 knots may be necessary for landing
gear to lock down.
Do not accomplish the following checklists:
FLAPS PRIMARY FAIL
SLATS PRIMARY FAIL
GEAR DOOR
* * * *
HYD PRESS SYS L+C+R
Condition: All hydraulic system pressures are low.
* * * *
HYDRAULICS
Sec. 2.13 Page 10 777
Rev. 05/01/00 #4 Continental Flight Manual
□ HYD PRESS SYS L+R
Condition: Left and right hydraulic system pressures are low.
Left Demand Pump Selector ON
Restores system pressure if auto demand function failed to operate.
Right Demand Pump Selector ON
Restores system pressure if auto demand function failed to operate.
IF hyd press sys l+r Message Remains Displayed:
Left Primary Pump Switch OFF
Right Primary Pump Switch OFF
Left Demand Pump Selector OFF
Avoids system contamination and/or pump damage.
Right Demand Pump Selector OFF
Avoids system contamination and/or pump damage.
Handling qualities are degraded.
Pitch and roll control capability is reduced with fewer operating
control surfaces.
Plan to land at the nearest suitable airport.
Ground Proximity Flap Override Switch OVRD
Note : Inoperative items:
Multiple flight control surfaces
Autoland
Left and right thrust reverser's
Autobrake
Normal brakes.
Note : Use flaps 20 and Vref30 + 20 for landing. Higher
approach speeds improve aircraft-maneuvering
characteristics.
(Continued)
Ill
Flight Manual
Continental
HYDRAULICS
Sec. 2.13 Page 11
Rev. 07/01/99 #2
Note : Crosswind limit for landing is 20 knots. Less control
authority decreases crosswind-landing capability.
Note : Roll rate may be reduced inflight. Speedbrake effectiveness
may be reduced inflight and during landing.
Do not accomplish the following checklists:
FLIGHT CONTROLS
SPOILERS
* * * *
□ HYP PRESS SYS R
Condition: Right hydraulic system pressure is low.
Right Demand Pump Selector ON
Restores system pressure if auto demand function failed to operate.
IF hyd press sys R Message Remains Displayed:
Right Primary Pump Switch OFF
Right Demand Pump Selector OFF
Avoids system contamination and/or pump damage.
Note : Inoperative items:
• Right thrust reverser
• Autobrake
• Normal brakes.
Note : Roll rate may be reduced inflight. Speedbrake effectiveness
may be reduced inflight and during landing.
Do not accomplish the following checklist:
SPOILERS
* * * *
HYDRAULICS
Sec. 2.13 Page 12 777
Rev. 07/01/99 #2 Continental Flight Manual
□ HYD PRESS SYS R+C
Condition: Right and center hydraulic system pressures are low.
CI Or C2 Demand Pump Selector ON
Restores system pressure if auto demand function failed to operate.
Right Demand Pump Selector ON
Restores system pressure if auto demand function failed to operate.
IF hyd press sys R+c Message Remains Displayed:
Stabilizer Cutout Switches CUTOUT
Prevents display of stabilizer message.
Do not exceed current airspeed.
Nose down elevator authority is limited.
C2 Primary Pump Switch OFF
Avoids system contamination and/or pump damage.
Right Primary Pump Switch OFF
CI And C2 Demand Pump Selectors OFF
Avoids system contamination and/or pump damage and prevents an
air system low flow condition.
Right Demand Pump Selector OFF
Avoids system contamination and/or pump damage.
Handling qualities are degraded.
Pitch and roll control capability is reduced with fewer operating
control surfaces.
Plan to land at the nearest suitable airport.
Ground Proximity Flap Override Switch OVRD
(Continued)
HYDRAULICS
777 Sec. 2.13 Page 13
Flight Manual Continental Rev. 05/01/00 #4
Note : Inoperative items:
• Multiple flight control surfaces
• Stabilizer
• Autoland
• Main landing gear hydraulic operation
• Right thrust reverser
• Autobrake
• Normal and alternate brakes
• Main gear steering.
Note : Plan additional time for slower slat and flap operation.
Note : Slats will extend beyond midrange when airspeed is below
239 knots. For go-around, do not exceed 239 knots until
slats retract to midrange.
Note : Use flaps 20 and V RE f30 + 20 for landing. Higher
approach speeds improve aircraft-maneuvering
characteristics.
Note : Crosswind limit for landing is 20 knots. Less control
authority decreases crosswind-landing capability
Note : Roll rate may be reduced inflight. Speedbrake effectiveness
may be reduced inflight and during landing.
Note : Do not arm speedbrake lever. Prevents inadvertent inflight
extension.
Note : Manually extend speedbrakes after landing.
Note : For go around, observe gear EXTEND limit speed
(270 k /.82 Mach).
Do not accomplish the following checklists:
AUTO SPEEDBRAKE
FLIGHT CONTROLS
SPOILERS
STABILIZER
(Continued)
HYDRAULICS
Sec. 2.13 Page 14
Rev. 11/01/00 #5
Continental
< < < < < DEFERRED ITEMS ► ► ► ► ►
==> APPROACH CHECKLIST
Initiate flap extension as required.
Landing Gear Lever
DN
Ensures nose gear extension if pressure still exists in that part of the
system.
Push and hold for 1 second.
Reduction of airspeed to below 240 knots may be necessary for landing
gear to lock down.
Do not accomplish the following checklists:
FLAPS PRIMARY FAIL
SLATS PRIMARY FAIL
GEAR DOOR
Alternate Gear Switch
DOWN
* * * *
HYD QTY LOW C, L, R
Condition: Hydraulic quantity is low.
* * * *
RAT UNLOCKED
Condition: Ram air turbine is not stowed and locked.
* * * *
LANDING GEAR
777 Sec. 2.14 TOC-1
Flight Manual Continental Rev. 11/01/01 #7
2.14 - LANDING GEAR
TABLE OF CONTENTS
□ ANTISKID 1
AUTOBRAKE 1
□ BRAKE SOURCE 1
□ BRAKE TEMP 2
□ GEAR DISAGREE 3
PARTIAL OR GEAR UP LANDING TECHNIQUES 5
General 5
Landing Runway 5
Landing Techniques 5
Both Main Gear Down (Nose Gear Up) 6
Nose Gear Only Extended 6
All Gear Up Or Partially Extended 6
One Main Gear Only Extended 6
One Main Gear Down And Nose Gear Extended 7
After Stop 7
□ GEAR DOOR 8
□ MAIN GEAR BRACE L, R 8
MAIN GEAR STEERING 9
□ RESERVE BRAKES/STRG 9
□ TIRE PRESS 9
LANDING GEAR
Sec. 2.14 TOC-2 777
Rev. 11/01/01 #7 Continental Flight Manual
INTENTIONALLY LEFT BLANK
Ill
Flight Manual
Continental
LANDING GEAR
Sec. 2.14 Page 1
Rev. 07/01/99 #2
□ ANTISKID
Condition: A fault is detected in the antiskid system.
Note : Autobrake system is inoperative. Use minimum braking consistent
with runway conditions to reduce the possibility of tire blowout.
* * * *
AUTOBRAKE
Condition: Autobrake is disarmed or inoperative.
* * * *
□ BRAKE SOURCE
Condition: Normal, alternate, and reserve brakes are not available.
Note : Only accumulator pressure is available for braking. During landing
rollout, apply steady, increasing brake pressure and hold to a full
stop. Do not taxi.
* * * *
LANDING GEAR
Sec. 2.14 Page 2
Rev. 11/01/02 #9
Continental
111
Flight Manual
□ BRAKE TEMP
OR
Condition: Temperature of one or more brakes is excessive.
IF In Flight:
Observe gear EXTEND limit speed (270K/.82M).
Landing Gear Lever DN
Allows cooling air to flow around brakes.
When brake temp message no longer displayed:
Wait 8 minutes.
Ensures sufficient cooling time.
Landing Gear Lever UP
k k k k
IF On The Ground:
Refer to BRAKE COOLING SCHEDULE in the Performance In-flight
Section 5 for required cooling time.
* * * *
Ill
Flight Manual
Continental
LANDING GEAR
Sec. 2.14 Page 3
Rev. 11/01/02 #9
□ GEAR DISAGREE
Condition: Gear position disagrees with landing gear lever position.
IF Landing Gear Lever Up:
iL Note: Observe gear EXTEND limit speed (270K/.82M).
Note : Flight with gear down increases fuel consumption and decreases
climb performance.
The decision of where to land and when to extend the landing gear should
be made after evaluating terrain, fuel burn, weight, weather, airport
-i — ' facilities, and other relevant factors.
Do not accomplish the following checklists:
AUTO SPEEDBRAKE
GEAR DOOR
* * * *
▼
IF Landing Gear Lever Down:
Observe gear EXTEND limit speed (270K/.82M).
Alternate Gear Switch DOWN
Push and hold for 1 second.
Releases gear uplocks and gear door locks allowing gear to free-fall.
Reduction of airspeed to below 240 knots may be necessary for
landing gear to lock down.
Do not accomplish the following checklist:
GEAR DOOR
Wait 30 seconds
IF Any Gear Remains Up Or In Transit:
Plan to land on available gear.
Ground Proximity Gear Override Switch OVRD
Note : Use flaps 30 for landing. Provides slowest landing speed.
Note : Do not arm speedbrake lever.
Note : Manually extend speedbrakes after landing. Allows
coordinated speedbrake extension.
(Continued)
LANDING GEAR
Sec. 2.14 Page 4 777
Rev. 07/01/99 #2 Continental Flight Manual
WHEN AT PATTERN ALTITUDE
Outflow Valve Switches MAN
Outflow Valve Manual Switches OPEN
Position outflow valves fully open to depressurize aircraft.
Fuel Pump Switches (All) OFF
Reduces possibility of fire.
Do not accomplish the following checklists:
CABIN ALTITUDE AUTO
FUEL PRESS ENG R
FUEL PRESS ENG L
* * * *
Ill
Flight Manual
Continental
LANDING GEAR
Sec. 2.14 Page 5
Rev. 07/01/99 #2
PARTIAL OR GEAR UP
LANDING TECHNIQUES
General
Consideration should be given to the best suitable airport with adequate fire-
fighting capability.
Coordinate with all ground emergency facilities. For example, the fire trucks
normally operate on a common VHF frequency with the aircraft and can
advise the crew of aircraft condition during landing.
Consideration should be given to landing with as many gear down as
possible. Circumstances will influence the pilot's decision as to whether a
partial gear-up landing should be made. If a choice of configuration is
available, the decision will be determined by the amount of landing gear
available, the conditions at the landing field, time of landing, available
facilities, aircraft load distribution, and controllability. In all cases, reduce
weight as much as practicable by burning off fuel to provide the slowest
possible touchdown speed.
Fuel pressure to the engines should be shut off before the engines contact the
ground to reduce the possibility of fire. If the APU is running, it also should
be shut down prior to landing.
Landing Runway
Consideration should be given to the best suitable airport with adequate
runway and fire fighting capability. Foaming the runway is not
recommended. Tests have shown that foaming provides minimal benefit and
it takes approximately 30 minutes to replenish the fire truck's foam supply.
Landing Techniques
Plan a normal approach, extending maximum (for configuration) flaps as for
a normal landing and normal rate of descent. Use the normal V REF speed
plus wind velocity and gust factor corrections.
The landing should be made with all available gear down and every effort
should be made to keep the aircraft on the hard surfaced runway. This will
minimize damage to the aircraft and facilitate passenger evacuation.
Deployment of speedbrakes at touchdown with one main landing gear
retracted is not recommended unless stopping distance is critical.
LANDING GEAR
Sec. 2.14 Page 6
Rev. 11/01/00 #5
Continental
Both Main Gear Down (Nose Gear Up)
If possible, move C.G. aft by relocating passengers.
Stabilize Vre F speed early and maintain normal rate of descent. With
touchdown at the normal 1 ,000 feet point, check the speedbrakes deployed.
Use normal reverse. Hold nose up as long as possible after touchdown but
lower the nose gently before losing elevator effectiveness. Normal braking
can be used to minimize structural damage. When the aircraft is stopped,
place the fuel control switches to cutoff, pull the engine and APU fire
handles and discharge fire bottles (if necessary), at the Captain's command.
Nose Gear Only Extended
Establish a normal approach with flaps maximum for condition. Land in the
center of the runway. Use normal approach and flare attitude maintaining
back pressure on the control column until ground contact.
The engines will contact the ground prior to the nose gear. Move the
speedbrake lever to up after touchdown. Select speedbrake lever down, and
the fuel control switches to cutoff. Pull the engine and APU fire handles
and discharge the fire bottles (if necessary) at the Captain's command.
All Gear Up Or Partially Extended
Use a normal approach and flare attitude. The engines will contact the
ground first. After touchdown, move speedbrake lever to up. There is
adequate rudder available to maintain directional control during initial
ground slide. Select speedbrake lever down, and the fuel control switches to
cutoff. Pull the engine and APU fire handles and discharge fire bottles (if
necessary) at Captain's command.
One Main Gear Only Extended
Establish a normal approach with flaps maximum for condition.
Land the aircraft on the side of the runway that corresponds to the available
gear down. Deployment of speedbrakes at touchdown with one main landing
gear retracted is not recommended unless stopping distance is critical. The
landing gear will absorb the initial shock and delay touchdown of the engine.
After touchdown, manually extend the speedbrakes to the mid position for
maximum lateral control. Maintain wings level as long as possible. Braking
and reverse thrust on the engine opposite the unsupported wing may be used
as required to keep the aircraft rolling straight.
Ill
Flight Manual
Continental
LANDING GEAR
Sec. 2.14 Page 7
Rev. 11/01/00 #5
Select speedbrake lever down, and the fuel control switches to cutoff prior to
the engine touching the ground. Pull engine and APU fire handles and
discharge fire bottles (if necessary) at Captain's command.
One Main Gear Down And Nose Gear Extended
Establish a normal approach with flaps maximum for condition.
Land the aircraft on the side of the runway that corresponds to the available
gear down. Deployment of speedbrakes at touchdown with one main landing
gear retracted is not recommended unless stopping distance is critical. The
landing gear will absorb the initial shock and delay touchdown of the engine.
After touchdown, manually extend the speedbrakes to the mid position for
maximum lateral control. Maintain wings level as long as possible. Braking
and reverse thrust on the engine opposite the unsupported wing may be used
as required to keep the aircraft rolling straight.
Select speedbrake lever down, and the fuel control switches to cutoff prior to
the engine touching the ground. Pull engine and APU fire handles and
discharge fire bottles (if necessary) at Captain's command.
After Stop
Initiate the passenger evacuation procedure.
* * * *
LANDING GEAR
Sec. 2.14 Page 8
Rev. 11/01/01 #7
Continental
111
Flight Manual
□ GEAR DOOR
Condition: One or more gear doors are not closed.
Note : Observe gear EXTEND limit speed (270K/.82M).
* * * *
□ MAIN GEAR BRACE L, R
Condition: Affected main gear is down with one brace unlocked.
Ground Proximity Gear Override Switch OVRD
Note : Use flaps 30 for landing. Provides slowest landing speed.
Note : Do not arm speedbrake lever.
Note : Manually extend speedbrakes after landing. Allows coordinated
speedbrake extension.
WHEN AT PATTERN ALTITUDE
Fuel Pump Switches (All) OFF
Reduces possibility of fire.
Do not accomplish the following checklists:
FUEL PRESS ENG L
FUEL PRESS ENG R
it it it it
Ill
Flight Manual
Continental
LANDING GEAR
Sec. 2.14 Page 9
Rev. 07/01/99 #2
MAIN GEAR STEERING
Condition: Main gear steering is unlocked when centered.
* * * *
□ RESERVE BRAKES/STRG
Condition: Reserve brakes, normal nose gear extension, and nose wheel
steering may not be available.
Note : Plan for possible alternate gear extension. Do not taxi with loss of
steering.
* * * *
□ TIRE PRESS
Condition: One or more tire pressures are not normal. Check the GEAR
SYNOPTIC for tire pressures and brake temperatures. Do not
takeoff with an abnormal tire pressure indication. If airborne,
for either high or low tire pressure, make a normal approach
and landing. The deflation of a single tire on either main gear
or the nose gear presents no significant problems and the
remaining tire(s) will support the weight of the aircraft during
landing. In all cases, have the tire checked for damage /
inflation prior to extended taxiing.
* * * *
LANDING GEAR
Sec. 2.14 Page 10 777
Rev. 07/01/99 #2 Continental Flight Manual
INTENTIONALLY LEFT BLANK
WARN SYSTEMS
777 Sec. 2.15 TOC-1
Flight Manual Continental Rev. 07/01/99 #2
2.15 -WARN SYSTEMS
TABLE OF CONTENTS
AIRSPEED LOW 1
ALTITUDE ALERT 1
ALTITUDE CALLOUTS 1
CONFIG DOORS 1
CONFIG FLAPS 1
CONFIG GEAR 2
CONFIG GEAR STEERING 2
CONFIG PARKING BRAKE 2
CONFIG RUDDER 2
CONFIG SPOILERS 2
CONFIG STABILIZER 3
□ CONFIG WARNING SYS 3
□ GNDPROXSYS 3
OVERSPEED 3
□ TAIL STRIKE 4
TCAS 4
TCAS OFF 4
TCAS RA CAPTAIN, F/0 4
TERR OVRD 5
□ TERRPOS 5
□ WINDSHEARSYS 5
WARN SYSTEMS
Sec. 2.15 TOC-2 777
Rev. 07/01/99 #2 Continental Flight Manual
INTENTIONALLY LEFT BLANK
Ill
Flight Manual
Continental
WARN SYSTEMS
Sec. 2.15 Page 1
Rev. 07/01/99 #2
AIRSPEED LOW
Condition: Airspeed is below minimum maneuvering speed.
* * * *
ALTITUDE ALERT
Condition: Aircraft has deviated from the selected altitude.
* * * *
ALTITUDE CALLOUTS
Condition: Altitude callouts are no longer provided.
* * * *
CONFIG DOORS
Condition: An entry, forward cargo, or aft cargo door is not closed and
latched and locked when either engine's thrust is in the takeoff
range on the ground.
* * * *
CONFIG FLAPS
Condition: Flaps are not in a takeoff position when either engine's thrust is
in the takeoff range on the ground.
* * * *
WARN SYSTEMS
Sec. 2.15 Page 2
Rev. 07/01/99 #2
Continental
111
Flight Manual
CONFIG GEAR
Condition: Any landing gear is not down and locked when either thrust
lever is closed below 800 feet radio altitude or when flaps are in
a landing position.
* * * *
CONFIG GEAR STEERING
Condition: Main gear steering is unlocked when either engine's thrust is in
the takeoff range on the ground.
* * * *
CONFIG PARKING BRAKE
Condition: Parking brake is set when either engine's thrust is in the takeoff
range on the ground.
* * * *
CONFIG RUDDER
Condition: Rudder trim is not centered when either engine's thrust is in the
takeoff range on the ground.
* * * *
CONFIG SPOILERS
Condition: Speedbrake lever is not down when either engine's thrust is in
the takeoff range on the ground.
* * * *
Ill
Flight Manual
Continental
WARN SYSTEMS
Sec. 2.15 Page 3
Rev. 07/01/99 #2
CONFIG STABILIZER
Condition: Stabilizer is not within the greenband when either engine's
thrust is in the takeoff range on the ground.
* * * *
□ CONFIG WARNING SYS
Condition: A fault is detected in the configuration warning system.
Note : Radio altitude voice callouts and other aural alerts may not be
available.
* * * *
□ GNDPROXSYS
Condition: Ground proximity alerts may not be provided.
Note : Some or all ground proximity alerts are not available. Ground
proximity alerts which occur are valid.
* * * *
OVERSPEED
Condition: Airspeed has exceeded V M o/M M0 .
* * * *
WARN SYSTEMS
Sec. 2.15 Page 4 777
Rev. 07/01/99 #2 Continental Flight Manual
□ TAIL STRIKE
Condition: A tail strike has been detected.
Outflow Valve Switches MAN
Outflow Valve Manual Switches OPEN
Position outflow valves fully open to depressurize aircraft.
Plan to land at the nearest suitable airport.
Do not accomplish the following checklist:
CABIN ALTITUDE AUTO
* * * *
TCAS
Condition: TCAS has failed.
* * * *
TCAS OFF
Condition: TCAS is in standby mode.
* * * *
TCAS RA CAPTAIN, F/O
Condition: TCAS cannot display RA guidance on the affected PFD.
* * * *
Ill
Flight Manual
Continental
WARN SYSTEMS
Sec. 2.15 Page 5
Rev. 07/01/99 #2
TERR OVRD
Condition: Ground proximity terrain ovrd switch is in ovrd.
* * * *
□ TERRPOS
Condition: Terrain position data has been lost.
Note : Position data for the ND terrain map and look ahead terrain alerts
are lost. Ground proximity alerts which occur are valid.
* * * *
□ WINDSHEARSYS
Condition: Windshear alerts may not be provided.
Note : Some or all windshear alerts are not available. Windshear alerts
which occur are still valid.
* * * *
WARN SYSTEMS
Sec. 2.15 Page 6 777
Rev. 07/01/99 #2 Continental Flight Manual
INTENTIONALLY LEFT BLANK
777 Sec. 2 LEP-1
Flight Manual Continental r C v. 11/01/02 #9
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Principal Operations Inspector
Asterisk indicates page(s) revised or added by the current revision.
777 Sec. 3 TOC-1
Flight Manual Continental Rev. H/Ol/02 #9
NORMAL PROCEDURES
TABLE OF CONTENTS
AUTOMATED FLIGHT OPERATIONS 1
GENERAL 1
PHILOSOPHY OF AUTOMATION 2
CREW RESOURCE MANAGEMENT 2
AUTOMATION EMPLOYMENT 3
FMC Lateral Navigation Accuracy 3
Map Shift 4
MCP/CDU Inputs 4
Altitude Alerting 5
STANDARD CALLOUTS 7
PREFLIGHT PROCEDURES 1 1
General 11
SAFETY INSPECTION - EXTERIOR 12
SAFETY INSPECTION - FLIGHT DECK 13
ESTABLISH ELECTRICAL POWER AND AIR CONDITIONING
(IF REQUIRED) 14
Air Conditioning 14
Operating With APU Generator and/or
Pneumatics Inoperative 14
Using Ground Preconditioned Air 15
EXTERIOR INSPECTION 17
FLIGHT DECK INSPECTION 22
CABIN INSPECTION 23
RECEIVING AIRCRAFT FLOW 28
RECEIVING AIRCRAFT PROCEDURE 29
FIRST OFFICER PROCEDURE 29
CAPTAIN PROCEDURE 45
Briefings in General 49
Flight Attendant Briefing 50
Pilot and Departure Briefing 53
CRM 54
Departure 54
Additional Crew Members, Enroute Issues,
Public Addresses, Questions 56
Sec. 3 TOC-2 777
Rev. 11/01/02 #9 Continental Flight Manual
VNAV OPERATION - PREFLIGHT 57
MCP PREFLIGHT 57
CDU PREFLIGHT 57
GATE DEPARTURE PROCEDURES 59
General 59
BEFORE START FLOW 60
BEFORE START 61
PUSHBACK / TOW OUT PROCEDURE 65
ENGINE AUTO START PROCEDURE 67
AFTER START FLOW 68
AFTER START 69
FIRST OFFICER PROCEDURE 69
CAPTAIN PROCEDURE 70
TAXI 71
TAXI-OUT 71
TAXI PROCEDURES 72
TAXI NOTES 74
Thrust Use 74
Rudder Trim 76
Nosewheel / Rudder Pedal Steering 76
Brakes 77
Turning Radius 77
Taxi in Adverse Weather 78
Taxi - One Engine 79
BEFORE TAKEOFF FLOW 80
BEFORE TAKEOFF 81
TAKEOFF NOTES 83
Takeoff Configuration Warning 83
Reduced Thrust Takeoff 83
Improved Climb Performance Takeoff 84
Intersection Takeoff 84
Packs OFF Takeoff 84
TAKEOFF PROCEDURE 85
Thrust Management 85
Setting Takeoff Thrust 85
Takeoff Roll 85
Takeoff with Aft Center-Of-Gravity (C.G.) 86
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Crosswind Takeoff 87
Rotation and Liftoff 87
Aft Fuselage Contact During Takeoff (Tail Strike) 88
Noise Abatement 89
Close In Turn After Takeoff 89
Autopilot Engagement 89
Takeoff Pitch Modes 90
VNAV Engagement 90
MANEUVERING 91
Flap Retraction Schedule 91
VNAV OPERATION - TAKEOFF 92
FMA ANNUNCIATIONS 92
TAKEOFF PROCEDURE CHART
STANDARD NOISE ABATEMENT PROFILE (ICAO A) 93
TAKEOFF PROCEDURE CHART
ALTERNATE NOISE ABATEMENT PROFILE (ICAO B) 97
AFTER TAKEOFF FLOW 1 02
AFTER TAKEOFF 103
CLIMB 105
Thrust Management 105
Reduced Thrust for Climb 1 05
Climb Constraints 106
Low Altitude Level Off 1 06
Normal Climb Speed 106
Maximum Angle of Climb 107
Maximum Rate of Climb 1 07
Normal Economy Climb 108
Climb Speeds 108
VNAV OPERATION - CLIMB 109
INITIAL CLIMB 109
FMA ANNUNCIATIONS 110
SPEED AND ALTITUDE RESTRICTIONS 110
WAYPOINT / FIX ALTITUDE CONSTRAINTS 1 1 1
CRUISE 115
Altitude Selection 1 1 5
Step Climb 115
Maximum Altitude 116
Navigation 116
Cruise Speed Determination 1 1 7
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Cruise Performance Economy 118
Fuel Management 118
High Altitude / High Speed Flight Characteristics 120
Trim Technique 120
VNAV OPERATION - CRUISE 121
FMA ANNUNCIATIONS 121
CHANGING CRUISE ALTITUDE 121
STEP CLIMBS 122
DESCENT 123
Enroute Descent (VNAV) 123
Descent Path 124
Descent Constraints 124
Speed Intervention 125
Offpath Descent 125
Enroute Descent (Non VNAV) 125
Speedbrake and Thrust Usage 126
Landing Gear 127
VNAV OPERATION - DESCENT 128
INITIAL DESCENT 128
EARLY DESCENTS 128
Cruise Descent 129
Descend Now 130
LATE DESCENT 131
FLYING THE PATH 131
Headwinds 131
Tailwinds 131
SPEED RESTRICTIONS 132
SPEED /ALTITUDE RESTRICTIONS 133
DELETING ALTITUDE RESTRICTIONS 133
HOLDING 137
Configurations 137
Maximum Airspeeds (FAA / ICAO Standard) 1 38
Timing 138
Standard Pattern 1 39
DME Holding 140
VNAV OPERATION - HOLDING 141
CLIMB / CRUISE PHASE 141
DESCENT PHASE 141
VNAV OPERATION - DIVERT 142
DIVERTING 142
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IN RANGE FLOW 144
IN-RANGE 145
Arrival Briefing 148
Arrival 149
Questions 151
APPROACH FLOW 152
APPROACH 153
APPROACH PROCEDURES 155
GENERAL 155
Maneuvering Speeds 155
Configuration 156
Stabilized Approach 157
Altitude Callouts 158
Minimums 158
Raw Data / FMS Display 1 60
Monitored Approach Procedures 161
Procedure Turn 164
DME Arc 165
PRECISION APPROACHES 166
General 166
Autothrottles 1 67
CAT II / III Status Annunciator Placard 167
Standard ILS Procedures 167
Raw Data ILS Approach 171
Coupled Autopilot Approach (Autoland) 172
CAT I, CAT II and CAT III Low Visibility
Approach Procedures 175
Precision Approach Radar (PAR) Approach 179
ILS PRECISION RUNWAY MONITOR (PRM) APPROACH 180
One Engine Inoperative ILS Approach 181
MONITORED APPROACH BRIEFING GUIDE 187
NON-PRECISION APPROACHES 189
General 189
LNAV / VNAV Approach 1 91
Circling Approaches 200
One Engine Inoperative Non-Precision Approach 200
NON PRECISION APPROACH (NPA) BRIEFING GUIDE.. 203
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VISUAL APPROACH 205
General 205
Visual Approach Procedures 205
Visual Approach Planning & Gates,
High Downwind And Straight In Profiles 207
Visual Approach Planning & Gates,
Low Downwind Profile 208
VNAV OPERATION - APPROACH 209
LANDING FLOW 210
LANDING 211
GO-AROUND PROCEDURES 212
General 212
Go-Around Procedure 212
VNAV OPERATION - MISSED APPROACH 213
DIVERTING TO ALTERNATE 213
RETURNING FOR SECOND APPROACH 213
LANDING PROCEDURES 219
Landing Flap Selection 219
Stabilized Approach 219
Maneuver Margin 220
Final Approach 220
Visual Aim Point 221
Threshold Height 221
Approach Summary 222
Approach and Landing Geometry 222
Flare and Landing 225
Autoland 226
Autoland At Non-Category I l/l 1 1 ILS Installations 227
Autoland Approach Procedure 228
Crosswind Landing 228
Land And Hold Short Of (LAHSO) Clearance 230
Bounced Landing 230
Speedbrake 230
Rejected Landing 231
Reverse Thrust 233
Reverse Thrust And Crosswind 233
Autobrake 235
Wheel Brakes (Manual) 236
Landing Roll Procedure (Summary) 237
Landing - Summary 239
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AFTER LANDING FLOW 240
AFTER LANDING 241
AFTER LANDING NOTES 242
Engine Cool Down Prior to Shutdown 242
GATE ARRIVAL PROCEDURES 243
Parking Aircraft 243
Parallel Parking 243
J-Line Parking 243
Nose-In Parking 243
Brake And Tire Considerations - Quick Turnarounds 244
PARKING FLOW 246
PARKING 247
TERMINATION 249
OVERNIGHT PARKING AT NON-MAINTENANCE STATION 251
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM 253
General 253
Deviation From Assigned Clearance 253
Pilot Response To Traffic Alerts (TA) 254
Pilot Response To A Resolution Advisory (RA) 254
ATC Considerations 256
Operation In TA ONLY Mode 258
Operational Limitations 259
Required Reports 259
GROUND PROXIMITY WARNING SYSTEM 261
"TERRAIN"/" PULL UP'VConfiguration Warning 261
GPWS Alert 261
ADVERSE WEATHER 263
WEATHER RADAR 263
Resolution 264
Gain Control 266
Turbulence 266
Inflight Operations 267
Storm Height 268
Overwater Operating Procedures 268
ENGINE OPERATION DURING SEVERE PRECIPITATION ....269
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WINDSHEAR AVOIDANCE AND RECOVERY 271
General 271
Microburst Windshear Probability Guidelines 271
Predictive Windshear System (PWS) 272
GPWS Windshear System (Reactive) 273
Predictive Windshear Procedures 275
Reactive Windshear Procedures 276
Operational Precautions 276
Recovery Maneuver 280
Crew Coordination 282
Pilot Reports 282
TURBULENCE 283
Autopilot 283
Airspeed 283
Attitude 284
Thrust 284
Altitude 285
Structural 286
Procedure Summary 286
COLD WEATHER OPERATION 287
Predeparture Check 287
Ice, Frost and Snow Removal 288
Deicing/Anti-lcing 288
Post Deicing/Anti-lcing Inspections 289
Pretakeoff Contamination Check 291
Anti-Icing Fluid Holdover Times 292
Holdover Times Tables 293
Engine Start 296
Taxi 297
Before Takeoff 298
Takeoff 299
Automatic Ice Detection System 300
Wing Anti-Ice Operation 300
Wing Anti-Ice System Manual Operation 301
Engine Anti-Ice Operation 301
Descent In Icing Conditions 302
Cold Temperature Altitude Corrections 303
Landing 304
Taxi-In 305
Parking 305
Securing For Overnight Or Extended Period
(Aircraft Unattended) 306
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HOT WEATHER OPERATION 307
Taxi Out 308
LANDING ON WET OR SLIPPERY RUNWAYS 309
Touchdown and Landing Roll 309
Reverse Thrust and Crosswind 31 1
Turnoff 311
ADVANCED MANEUVERS 315
Background And Introduction 315
Angle of Attack (AOA) 316
Approach To Stall Condition 316
Full Stall Condition 317
Bank Angle And Lateral Control 318
Recoveries 318
TRAINING 327
GENERAL 327
CONTINUING QUALIFICATION EVENTS 327
Continuing Qualification Simulator Training (CQST) 327
Maneuvers Validation (MV) 328
Line Oriented Evaluation (LOE) And Special Purpose
Operational Training (SPOT) 329
121 - 439B Landing Recency Of Experience
Simulator Training 329
Captain Annual Line Check 330
Annual Systems Review (ASR) 330
Global Contrails 331
General Subjects Ground School 331
ADMINISTRATIVE DETAILS 331
SUMMARY OF B777 CONTINUING QUALIFICATION
PROGRAM 332
ACCEPTABLE PERFORMANCE 333
Debriefings 333
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AUTOMATED FLIGHT OPERATIONS
GENERAL
Autopilot Flight Director System (AFDS) and Flight Management Computer
(FMC) systems are designed to increase flight precision and reduce crew
workload. Pilots must be well versed in flying the B777 using all levels of
automation - from raw data hand flying through auto flight guidance using the
full LNAV and VNAV capabilities of the FMC. When an automated function
improves precision or reduces workload, its use may be desirable. However, if
an automated function does not complement a given situation, good judgment
supports use of a more basic mode. FMC LNAV and VNAV automated flight
guidance functions are tools to be used by the pilot when and if they are
appropriate. Continental expects B777 pilots to match the level of automation
used with the flight dynamics of the situation. The pilot's assessment of the
situation, and good judgment, determine that level.
Below 10,000' MSL, due to the increased need to clear for visual traffic, it is
highly desirable to use the mode control panel (MCP) functions in order to limit
heads-down time. Maximum emphasis should be placed on programming the
FMC with all known departure and climb information while on the ground, and
all known descent and landing information prior to descending below 10,000'
MSL. While one pilot programs, the other pilot assumes total responsibility for
clearing whenever the aircraft is in motion.
Closely monitor altitude during all altitude changes to ensure that the flight
guidance system acquires and/or commands levels off at the correct altitude.
Use standard callouts, crew coordination, and crosscheck MCP settings with
flight instruments to detect any uncommanded changes.
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PHILOSOPHY OF AUTOMATION
Continental's goal for automation is to increase safety, efficiency, and improve
situational awareness, while reducing pilot workload. Pilots must be proficient
in all capabilities of their aircraft, including the automated systems, and must
use their judgment as to how and when those systems are employed.
LEVELS OF AUTOMATION
1
Hand Flown
Raw Data
II
Hand Flown
Flight Guidance
III
Autopilot / Autothrottle
Flight Guidance
IV
LNAV / VNAV
Flight Guidance
Use automation at the level that it best improves situational awareness, reduces
workload, and provides for most efficient flight performance. The level of
automation used is dynamic - change the level (up or down) if the current level
employed is detracting from the situation (i.e., increasing workload).
Pilots must be aware that consistent use and reliance on automation levels III
and IV throughout the flight regime will degrade basic flying skills. Therefore,
pilots must continue to maintain proficiency by using all levels of automation on
a regular basis.
CREW RESOURCE MANAGEMENT
Automated aircraft, by the nature of the equipment employed, require well
developed crew coordination.
Effective resource management recognizes that human error is likely. The goal
is to reduce the probability that serious errors will occur, and to promptly detect
and correct mistakes when they do happen.
As always, the captain is the final decision making authority on the aircraft;
however, it is the responsibility of all crewmembers to contribute to the decision
making process to help ensure that the best decisions are made.
Captains set the tone on the flight deck. Their initial crew introduction and
briefing is an important leadership opportunity and they should encourage all
crewmembers to provide information about operational issues. All flight deck
crewmembers must bring any information that has any impact on operational
safety to the attention of the captain.
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If any crewmember has any doubts about the flight's safety, they must speak up
with appropriate persistence until there is some resolution. All crewmembers
should balance assertiveness with tact. The issue must always be what is right,
not who is right.
The following specific automation-related CRM skills will be trained and
developed to be employed as an integral part of routine flight deck procedures:
• Plan and brief automation modes and configurations.
• Establish guidelines for PF and PM duties for the operation of automated
systems.
• Plan workload and allow sufficient time for programming tasks. Limit
programming during critical phases or conditions of flight.
• Verbalize entries and changes to automated systems.
• Maintain an awareness of the automation modes selected by crew or
initiated by FMS.
• Change level of automated systems (up or down) to increase situational
awareness and avoid work overload.
AUTOMATION EMPLOYMENT
FMC Lateral Navigation Accuracy
The FMC's with CDU's meets regulatory requirements for an Area Navigation
System when used in the GPS/radio updating mode. In the GPS/auto radio
updating mode, and in conjunction with the map display of the ND, the FMC
and CDU may be used for enroute and terminal area navigation and RNAV
approaches, and as a supplement to primary navigation means when conducting
other types of Non-Precision approaches. The FMC's select the best
GPS/VOR/LOC/DME sources for updating and tunes both VHF navigation
radios.
In a dual FMC, triple CDU configuration, and in conjunction with GPS and the
ADIRU, the systems are approved for use as a sole means of navigation in areas
without radio coverage.
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Map Shift
FMC position or map shift is a result of an erroneous FMC position caused by
periods of operation with inaccurate navaid updates from erroneous navaids.
Because FMC position errors are possible when accurate FMC updating is not
occurring, periodic monitoring of ground-based navaid raw data is desirable.
MCP/CDU Inputs
It is imperative that changes on the Mode Control Panel (MCP) and on the
Control Display Unit (CDU) of the Flight Management Computer (FMC) be
accomplished accurately. Flight deck workload, autopilot status,
communications requirements, etc. can all influence which pilot will perform
certain functions at any given time. The guidelines set forth below establish the
preferred procedures. If the pilot normally expected to accomplish a given task
is distracted by other duties or flight deck workload / convenience so dictates, it
is permissible for the other pilot to make the appropriate changes. In this event,
the pilot making the changes must verbally state the changes made. Regardless
of which pilot makes the inputs, all changes to routings, reroutings, and
restrictions must be confirmed by both pilots at the time they are entered in the
MCP/CDU.
When clearances are received they should be complied with in the most
expeditious manner possible. This may require an initial aircraft input using the
MCP followed by FMC programming to allow return to an LNAV/VNAV mode
of operation.
Autopilot ON
While the autopilot is on, all MCP and CDU operations that affect the aircraft's
flight path are normally done by the PF. If desired, the PF can request these
steps be done by the PM.
Autopilot OFF
While the autopilot is off, all MCP and CDU operations should be called for by
the PF, and executed by the PM.
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Altitude Alerting
The Altitude Alerting system shall be used during all phases of flight to assist
the flight crew in altitude awareness, and to prevent deviation from assigned
clearances. During climb and descent, the flight crew shall set the next
clearance altitude in the Altitude Selector Window. During VNAV climbs or
descents where a clearance is received containing multiple crossing restrictions,
the Altitude Selector shall be set at the highest or lowest altitude clearance, as
applicable, and the aircraft monitored for compliance with any intermediate
altitude constraints.
While the autopilot is on, the PF will set new clearance altitudes in the Altitude
Selector Window. While the autopilot is off, the PM will select the cleared
altitude in the Altitude Selector Window. Both pilots will verbally and visually
acknowledge the cleared altitude set in the MCP.
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STANDARD CALLOUTS
The following chart identifies the standard callouts required during flight, both
instrument (IMC) and visual (VMC). Altitude callouts above 100 feet AGL are
made with reference to the barometric altimeters. Callouts at or below 100 feet
AGL are made with reference to radio altimeters. During the final approach
segment, the PM will monitor the instruments and call out significant deviations
from the intended target airspeed, approach course, glideslope, and sink rate.
The PM will also monitor instruments for warning flags and call out any flag in
view. If the designated crewmember is distracted at the time a standard callout
is required, the other pilot will make the call.
Note : For specific calls relating to flight guidance, see the applicable
procedure.
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STANDARD CALLOUTS
CONDITION/LOCATION
CALLOUT
Takeoff
Takeoff Power Set
PF: "CHECK POWER"
PM- "POWER SET %"
100 Knots
PM: 100 KNOTS
5 Knots Prior To Vi
PM: "Vi"
V R
rlvl. KU 1 A 1 t
Positive Rate Of Climb
Kr or PM. PUbl 1 IVb KA 1 b
PF- "nCAD | ID"
rr. oCnr\ U"
Climb
Passing Transition Altitude
PM: " FEET SET"
And
Descent
1000' Above /Below
PM: State actual altitude for
Assigned Altitude
assigned altitude, i.e.,
"SIX THOUSAND
FOR SEVEN
THOUSAND."
Approach
1000' ATDZ
PM: "1000"
PF: "CHECK MISSED
APPROACH
ALTITUDE"
500' ATDZ
PM: "500"
400' ATDZ
"400"
300' ATDZ
"300"
200' ATDZ
"200"
IMC
100 Feet Prior To
PM: "APPROACHING
Minimums
MINIMUMS"
(Except Monitored)
Reaching Minimums
PM: "MINIMUMS"
Strobes and/or Approach
PM: "APPROACH LIGHTS
Lights, Runway In Sight
IN SIGHT"
PM: "RUNWAY IN SIGHT"
Monitored Approach
100 Feet Prior To
CAPTAIN: "APPROACHING
Minimums
MINIMUMS, I'M
GOING HEADS
UP"
Landing
CAPTAIN: "I HAVE THE
AIRCRAFT"
All IMC Approaches
100 Feet
PM: "100.. .50.. .30.. .20.. .10"
50 Feet
(Not called if announced by
EGPWS alert voice)
Visual Approaches:
30 Feet
At Captain's or PF
20 Feet
Discretion
10 Feet
(Continued)
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CONDITION / LOCATION
CALLOUT
Autoland Approaches
500' ATDZ
PM: "500"
PF: "LAND 3" /"LAND 2"
CAT III Alert Height
Profile
100' Prior To AH
Captain: "APPROACHING
ALERT HEIGHT,
I HAVE THE
AIRCRAFT"
Alert Height
F/O: "ALERT HEIGHT"
Missed Approach
Missed Approach Point
(MAP)
PM: "MISSED APPROACH
POINT"
PF:
IMC: "MINIMUMS, GOING
AROUND"
VMC: "GOING AROUND"
"FLAPS TWENTY or FIVE"
"CHECK POWER"
"POSITIVE RATE, GEAR
UP"
"CHECK MISSED
APPROACH ALTITUDE"
"LNAV or HEADING
SELECT"
Landing Roll
80 Knots
PM: "80 KNOTS"
After F/O Landing
When Captain assumes
control of the aircraft
Captain: "I HAVE THE
AIRCRAFT"
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PREFLIGHT PROCEDURES
General
Before accepting an aircraft, a thorough exterior and flight deck inspection shall
be made. The responsibility for these checks rests with the Captain. However,
at his/her discretion, he/she may delegate the duty to the First Officer or IRO.
A complete exterior inspection will be accomplished on each originating flight
or crew change. Subsequent inspections are to be performed at each station in
accordance with the EXTERIOR INSPECTION - THROUGH FLIGHT
procedure.
Upon arrival at the aircraft, the following procedures are normally accomplished
in the designated order:
• Safety Inspection - Exterior
• Safety Inspection - Flight Deck
• Establish Electrical Power And Air Conditioning (if required)
• Exterior Inspection
• Flight Deck Inspection
• Cabin Inspection
• Receiving Aircraft Procedure/Checklist
When operationally efficient during crew changes, the exterior inspection may
be accomplished while waiting for passengers and crew to deplane.
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SAFETY INSPECTION - EXTERIOR
Either the Captain, First Officer or IRO will conduct an Exterior Safety
Inspection on all originating flights and crew changes.
Surfaces and Chocks CHECK
Visually check that all movable surfaces are clear and the chocks are in
place.
Maintenance Status CHECK
If maintenance is in progress, confer with maintenance personnel to
determine if the work will prevent activation of any aircraft systems.
Landing Gear Doors CLOSED
Observe both main and nose landing gear doors closed.
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SAFETY INSPECTION - FLIGHT DECK
Either the Captain, First Officer or IRO will conduct the Flight Deck Safety
Inspection from memory.
Logbook (Aircraft & Cabin) CHECK
Verify maintenance status is acceptable for flight and ensure
agreement with authorized dispatch deviations, if required.
Battery Switch ON
Push Battery switch on and verify off light extinguished.
The remaining items from Flight Deck Safety Inspection may be omitted if both
AC and DC Electrical systems are already powered when the crew arrives at the
aircraft.
Hydraulic Panel SET
CI and C2 PRIMARY Pump Switches OFF
Demand Pump Selectors OFF
Wiper Selectors OFF
Landing Gear Lever DOWN
Alternate Flaps Arm Switch OFF
Alternate Flaps Selector OFF
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ESTABLISH ELECTRICAL POWER AND AIR CONDITIONING
(IF REQUIRED)
External Power Primary (If Available) ON
Check ext pwr avail light illuminated. Push the External Power
switch and observe that the on light comes on.
External Power Secondary (If Available) ON
Check ext pwr avail light illuminated. Push the External Power
switch and observe that the on light comes on. If both Primary and
Secondary external power is available both switches should be on.
APU (If Required) START
Rotate APU selector to start; hold momentarily, then release.
Observe APU selector moves to on and APU fault light is
extinguished.
Air Conditioning
APU and Engine Bleed Air Switches AUTO/ON
Isolation Switches AUTO
Pack Control Switches AUTO
Trim Air Switch ON
Recirc Fan Switches Upper/Lower ON
Flight Deck Temperature Control (As Desired) AUTO
Operating With APU Generator and/or Pneumatics Inoperative
Caution : If an external air cart is used, the air cart should be placed on the
left side of the aircraft and the right engine will be started first.
After the right engine has been started, the air cart should be
removed from the vicinity of the aircraft. Plan a cross bleed start
for the left engine. If a battery start is required (during which
bleed air is only available to the left engine or the left engine must
be started first for operational reasons) the external air cart may be
positioned on the right side of the aircraft and the left engine
started first.
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With the APU Generator Inoperative, but APU Pneumatics Available :
Engine Start: Use external electrical power or BATTERY START
procedure, Section 2 Non-Normal.
Refueling: Use normal procedures.
With APU Pneumatics Inoperative, but APU Generator Available :
Engine Start: Refer to ENGINE START WITH EXT AIR procedure, Section
2 Non-Normal.
With APU Generator and Pneumatics Inoperative (External Electric Power Not
Available) :
Dispatch: Do not dispatch to an airport that does not have the required
engine starting equipment. Because of safety considerations,
an engine should not be left running during a turnaround.
Refueling: Normal procedures.
The aircraft may not be refueled with an engine running.
Engine Start: Use ENG BATTERY START procedure, Section 2 Non-
Normal.
Takeoff: If takeoff must be made in packs off configuration, follow the
procedure for a PACKS OFF TAKEOFF, Section 2 Non-
Normal.
Using Ground Preconditioned Air
The passenger cabin and flight deck may be air conditioned by attaching a pre-
conditioned air source to the ground service connection on the underside of the
fuselage. This air goes directly into the supply duct manifold for distribution
throughout the aircraft.
Before connecting ground air conditioning cart:
PACK switches OFF
Prevents pack operation if bleed air is supplied to aircraft.
RECIRC FANS switches OFF
Allows cart to operate at maximum efficiency.
After disconnecting ground air conditioning cart:
PACK switches AUTO
RECIRC FANS switches ON
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EXTERIOR INSPECTION
Either the Captain, First Officer or IRO will conduct the Exterior Inspection.
The recommended sequence is to start at the left forward fuselage and proceed
in a clockwise direction. During the walk around, observe the general condition
of all surfaces, fuselage, empennage, wings, windows, antennas, flight controls,
engines, and cowlings. Check particularly for damage, fluid leakage, proper
position, and security of access panels. Also verify that crew, passengers, and
cargo doors, which are not in use, are closed and the door handles recessed.
Check all external lights are clean, with undamaged lenses. Check operation of
navigation/position lights.
Check potable water and lavatory fill and drain areas for leakage. If evidence of
leakage is found, notify maintenance.
Note : If evidence of fluid leakage or stains is noted at the forward and/or aft
lavatory service panel, ground personnel must verify if a leak exists
before departure. If a leak is present, repairs must be made, or the
affected lavatory must be drained and placarded inoperative.
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The flight crew is responsible to insure there are no gear pins installed in
any landing gear during the exterior inspection. If any gear pin is installed,
it must be removed by maintenance and visually confirmed by the crew prior to
departure. The crew is also responsible to insure there is no open entry in the
aircraft logbook stating that the gear pins have been installed. All B777 gear
pins are stored in the built-in gear pin storage container located in the lower
center section of the E/E compartment. The flight crew is not required to
visually confirm the 5 gear pins are installed in this container. If the pins are to
be installed (only by maintenance personnel), they can be accessed through the
E/E compartment door in the nose gear well or via the E/E door located in the
cabin floor near door 1L.
® Left Mid Fuselage
Pack inlet and exhaust
Negative pressure relief vents
Wing illumination light
Static ports
Positive pressure relief valves
Forward outflow valve
Crew oxygen thermal discharge disc
Left Forward Nose
• L pitot probe
• L ice detector probe
• TAT probe
• L AOA probe
Nose Section / Gear Area
Windshield wipers
Radome and latches
Forward access door
Nose gear strut extension
NLG downlock safety pin — Removed
Nose wheel tires
Steering cables
Main E & E access door
APU control panel
Steering safety pin
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® Right Forward Nose
Center pitot probe
Right ice detector
Right pitot probe
Right AOA probe
External power door
Right Mid Fuselage
• Forward cargo door
• Static ports
• Pack air inlets and outlets
• Wing illumination light
® Right Wing Area and Engine
Landing light
Taxi and turnoff light
Engine strut
Thrust reverser and sleeve
EEC static ports
Cowling and fasteners
Fan blades
PT 2 probe
Reverser blocker doors
AFT fan blades
Wing under surface area
Leading edge slats and flaps
Fueling adapter panel
Fuel vent scoop
Navigation lights
Strobe lights
Static discharge wicks
Aileron and flaperon
Fuel jettison
Inboard and outboard flaps and flap drives
Sec. 3 Page 20 777
Rev. 11/01/02 #9 Continental Flight Manual
® Right Main Gear
• Wheels and tires
• Landing gear strut extension
• Down lock braces
• MLG Drag brace downlock safety pin - Removed
• MLG Side brace downlock safety pin — Removed
• Gear doors - closed
• Gear uplatch
• Hydraulic leaks
® Right AFT Fuselage
• RAT door
• Drain mast for APU fuel line shroud and center wing dry bay
• AFT cargo door
• Bulk cargo door
• Static ports
® Tail Area
• Lower fuselage structure and tail strike sensor
• Static ports
• APU inlet door
• APU oil/fuel drain
• APU services door
• Vertical/horizontal surfaces
• Static discharge wicks
• Top surfaces of both wings and tail
• APU exhaust
• Strobe light
© Left AFT Fuselage
• AFT outflow valve
• Water drains, service doors, waste vents
• Air demand pump exhausts (2)
Ill
Flight Manual
Continental
Sec. 3 Page 21
Rev. 11/01/02 #9
Left Main Gear
• Hydraulic leaks
• Gear uplatch
• Gear doors - closed
• MLG Drag brace downlock safety pin - Removed
• MLG Side brace downlock safety pin — Removed
• Down lock braces
• Landing gear strut extension
• Wheels and tires
@ Left Wing Area and Engine
• Inboard and outboard flaps and flap drives
• Fuel j ettison nozzle
• Aileron and flaperon
• Static discharge wicks
• Strobe light
• Navigation lights
• Fuel vent scoop
• Fueling adapter/control panel
• Leading edge slats and flaps
• Wing under surface area
• AFT fan blades
• Reverser blocker doors
• PT 2 probe
• Fan blades
• Cowlings and fasteners
• EEC static ports
• Thrust reverser and sleeve
• Engine strut
• Taxi and turnoff light
• Landing light
Exterior Inspection Complete
Sec. 3 Page 22 777
Rev. 11/01/02 #9 Continental Flight Manual
FLIGHT DECK INSPECTION
The following Flight Deck items should be checked:
• Circuit Breakers
• Overhead Maintenance Panel. The following items are checked on the
Overhead maintenance panel during the flight deck inspection:
All Guarded Switches GUARD CLOSED
Flight Control VALVE CLOSED Lights EXTINGUISHED
Cockpit Voice Recorder CHECKED
Push test button and hold for 5 seconds. Observe meter needle
remains in green band entire time test button is depressed. With
headset on and plugged into voice recorder test monitor jack, speak in
a conversational tone and listen for same words played back.
Cargo Temperature Selectors HIGH
Escape Rope (Right)
Crew Life Vests (Right)
Navigation Kit / Publications (Checklists, Manuals, etc.)
Emergency Medical Kit
Protective Breathing Equipment (PBE)
Crash Axe
Fire Extinguisher
Headsets and Microphones
Crew Life Vests (Left)
ACM Oxygen Mask (Test Not Required)
Spare roll printer paper
Escape Rope (Left)
Crew Baggage Stowed
Ill
Flight Manual
Continental
Sec. 3 Page 23
Rev. 11/01/02 #9
CABIN INSPECTION
The Captain will ascertain from Flight Attendant A that the Flight Attendants
have conducted a thorough inspection of the cabin, including all emergency
equipment as described in Section 6.1, AIRPLANE GENERAL, and that all
required equipment is in serviceable condition. On through flights when the
crew keeps the same aircraft, the cabin inspection is not required.
Sec. 3 Page 24 7 77
Rev. 11/01/02 #9 Continental Flight Manual
INTENTIONALLY LEFT BLANK
Note : If checklist disabled is displayed on MFD after
attempting to select a checklist, accomplish the ECL
Reset procedure on back of this card.
Continental Airlines
B777 Normal Checklist
RECEIVING AIRCRAFT
F/O Challenge Captain Respond
Oxygen CHECKED, SET, 100% (F, C, I)
Altimeters & Fit. Inst SET, CHECKED (F, C)
Parking Brake SET
Fuel Control Switches CUTOFF
Transponder STANDBY
Log Book / ETOPS CHECKED & ON BOARD
Flight Attendant & Pilot Briefings COMPLETE
AFTER TAKEOFF
BEFORE START
F/O Challenge Captain Respond
Cockpit Windows CLOSED & LOCKED (F, C)
Seat Belt Sign ON
Hydraulic Pumps ON / AUTO
Fuel REL, ON BOARD
Fuel Pumps ON
Beacon ON
MCP SET
CDU / Reference Speeds SET (F, C)
Trim UNITS, ZERO, ZERO
Flight Controls CHECKED
Doors AUTO(F, C)
AFTER START
F/O Challenge Captain Respond
Engine Anti-Ice (AS REQUIRED)
Recall CHECKED
Autobrake RTO
Flaps SET
Flight Deck Door CLOSED & LOCKED
BEFORE TAKEOFF
F/O Challenge F/O Respond
Departure Briefing COMPLETE
Takeoff Announcement CABIN READY
Flaps
Takeoff Check (If Installed) CHECKED
Transponder TA/RA
Form#: 24.6102
Form Date: 11/01/02
M&E#: 00-0703-3-1652
FAA Approved: 10/07/02
PM Challenge
Gear
Flaps
PM Respond
UP
UP
IN RANGE
PM Challenge PM Respond
Seat Belt Sign ON
Altimeters & Fit. Inst SET, CHECKED (PM, PF)
Reference Speeds SET (PM, PF)
Autobrake SET
Recall & Notes CHECKED
Arrival Briefing COMPLETE
APPROACH
PM Challenge PM Respond
Radios & Courses IDENTIFIED & SET (PM, PF)
Altimeters SET (PM, PF)
Landing Announcement CABIN READY
LANDING
PM Challenge PM Respond
Speedbrake ARMED
Gear DOWN
Flaps
AFTER LANDING
F/O Challenge (Silent) F/O Respond (Silent)
APU (AS REQUIRED)
Anti-Ice (AS REQUIRED)
Exterior Lights (AS REQUIRED)
Radar OFF
Autobrake OFF
Speedbrake DOWN
Flaps UP
Transponder STANDBY
PARKING
F/0 Challenge Captain Respond
Fuel Control Switches CUTOFF
Parking Brake (AS REQUIRED)
Seat Belt Sign OFF
Hydraulic System SET
Fuel Pumps OFF
Beacon OFF
Flight Directors OFF
Log Book / FOB / ACARS COMPLETED
ADIRU OFF
TERMINATION
Either Pilot Challenge Either Pilot Respond
EMER LIGHTS OFF
Window Heat OFF
Packs OFF
APU / EXT Power (AS REQUIRED)
Battery Switch (AS REQUIRED)
ECL RESET PROCEDURE
On Any CPU :
Menu SELECT
Maint Info Display SELECT
Page 2 SELECT
31 Maintenance Task SELECT
Checklist Function (Bottom of Page) ENABLE
Form#: 24.6102
Form Date: 11/01/02
M&E#: 00-0703-3-1652
FAA Approved: 10/07/02
777 Sec. 3 Page 27
Flight Manual Continental Rev. H/Ol/02 #9
INTENTIONALLY LEFT BLANK
Sec. 3 Page 28
Rev. 11/01/02 #9
Continental
111
Flight Manual
RECEIVING AIRCRAFT FLOW
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LEGEND: Shaded area defines captain's area of responsibility.
Unshaded area defines first officer's area of responsibility.
7773009
777 Sec. 3 Page 29
Flight Manual Continental Rev. H/Ol/02 #9
RECEIVING AIRCRAFT PROCEDURE
The following RECEIVING AIRCRAFT checklist defines the procedure to be
conducted before each flight. Division of responsibility between the Captain and
First Officer is also defined. The procedure is normally conducted in the
designated order; however, variations in order are acceptable. The procedure
follows the sequence of the flow diagram.
Each pilot's RECEIVING AIRCRAFT flow may be initiated once their
departure from the flight deck is no longer anticipated.
The Captain shall call for the RECEIVING AIRCRAFT checklist when there
are no distractions on the flight deck.
F/O Challenge RECEIVING AIRCRAFT Capt. Respond
CHECKED, SET, 100% (F, C, I)
Altimeters & Fit. Inst
SET, CHECKED (F, C)
SET
CUTOFF
STANDBY
Log Book / ETOPS
CHECKED & ON BOARD
Flight Attendant & Pilot Briefings
COMPLETE
FIRST OFFICER PROCEDURE
F/O Challenge Capt Respond
The following procedures are accomplished in their entirety on every flight.
ADIRU Switch (Flow) ON
For all flights, a full alignment is recommended. AIRCRAFT MUST BE
STATIONARY.
Verify on bat and off lights extinguished.
Right CDU(Flow) SET
InitRefKey PUSH
Index Line Select Key PUSH
Ident Line Select Key PUSH
Sec. 3 Page 30 777
Rev. 11/01/02 #9 Continental Flight Manual
Went Page CHECK
Verify aircraft information correct and active date current.
Pos Ink Line Select Key PUSH
Verify time correct.
Inertial Position ENTER
Enter ref airport and gate (if available).
Enter inertial position using the most accurate latitude and longitude
into the box prompts at LSK 5R. This will normally be the GPS
position, and will be compared with gate coordinates or ARP.
The box prompts blank when the ADIRU transitions from the
alignment to the navigation mode. The box prompts also blank when
the aircraft is moving or has not been stationary for a minimum of six
minutes.
Dash prompts appear when the ADIRU enters the automatic
realignment mode on the ground. New position entries can be made
during the ADIRU automatic realignment. New entries are displayed
for 2 seconds. After 2 seconds, dashes are displayed to allow entry of
another position if desired.
If an ADIRU position update is desired during an automatic
realignment (on ground only) when dash prompts appear on the set
inertial pos line of the POS INIT page, enter the most accurate
position.
777 Sec. 3 Page 31
Flight Manual Continental Rev. H/Ol/02 #9
If Data Link Available:
FMC Pre-Flight Data Link Procedures
The Bill pre-fiight data entry process is largely automated to allow critical
flight information to be loaded quickly and minimize data entry errors. The
following sequence depicts the pre-flight order in which messages arrive,
what alert is used, the message destination (ACARS, FMC or printer), the
associated on screen prompts and the crew action choices.
To start the process the ACARS must be initialized. A Crew request for
initialization is accomplished as follows:
1 . Check center radio in data mode.
2. Select COMM from the DSP on the desired MFD.
3. Select COMPANY.
4. Select INITIALIZE.
5. Select SEND.
Sending a company Initialize request signals the host that the crew is on the
flight deck and starts an automated process in motion which arms the
system to deliver the following messages to the FMC or printer as
indicated. These messages are annunciated as indicated in the message
alert column.
FMC / ACARS / Printer Pre-Flight Data Link Messages
WHEN
UPLINKED
MESSAGE
ALERT
CHIME
CREW
ACTION/PROMPT
INITIALIZE
COMPANY
After Auto INIT
requested
EICAS
YES
VERIFY FLIGHT
DATA
RTE1 (2)
UPLINK
FMC
After COMPANY
INIT received.
Time variable.
EICAS &
CDU
YES
<LOAD or PURGE>
Followed by
Activate/Execute
WIND
DATA
UPLINK
FMC
Within 3 minutes
of Route Uplink
EICAS &
CDU
YES
<LOAD + Execute
4 altitudes per w/p
loaded
PDC
PRINTER
20 minutes prior
to departure.
EICAS
Printer
YES
VERIFY ACTIVE
ROUTE
PERF INIT
FMC
8 minutes prior to
departure.
EICAS &
CDU
YES
<ACCEPT or
REJECT>
TAKEOFF
REF
UPLINK
FMC
8 minutes prior to
departure.
EICAS &
CDU
YES
<ACCEPT or
REJECT>
ACCULOAD
PRINTER
5 minutes prior to
departure.
EICAS
Printer
YES
Use hard copy to
Verify PERF and
T/O Data
Sec. 3 Page 32 7 77
Rev. 11/01/02 #9 Continental Flight Manual
1 . If a ROUTE has been manually entered and is active, a subsequent
Route uplink will be annunciated as ROUTE 2 UPLINK READY.
The crew may select <ROUTE 2 and <LOAD or PURGE> this uplink,
then return to <ROUTE 1 . ROUTE 2 now remains the inactive
Route. If the crew desires to make ROUTE 2 active, it must be
selected, ACTIVATED and EXECUTED. Route 1 now becomes the
inactive route.
2. Normally, the ROUTE Uplink will arrive at the aircraft within 5
minutes after the COMPANY Initialization Uplink. If more than five
minutes have elapsed, and the initialize message has not been received,
the crew should reselect the SEND prompt. If after an additional five
minutes the initialize message has still not been received, select the
ROUTE <REQUEST prompt located at LSK 3L on ROUTE page 1 .
This action will prompt the company computer to re-queue the route
uplink. The same action can be accomplished for a wind request using
the WIND DATA request prompt on the ACT RTE (1 (2)) DATA
page, accessed from the ACT RTE LEGS page.
3 . If the TAKEOFF REF UPLINK message is received without the
<ACCEPT REJECT> prompts, there may be disagreement between
the crew entered FMC runway selection on ROUTE page 1 and the
ACCULOAD runway.
777 Sec. 3 Page 33
Flight Manual Continental Rev. H/Ol/02 #9
Status Display Switch (Flow) PUSH
Status display verify:
• Hydraulic quantities do not display RF or OF (contact Maintenance if
they do).
• Oxygen pressure is sufficient for flight.
• If any status message is displayed, refer to the MEL, and contact
Maintenance as necessary to resolve the issue.
Note : Some messages may be the result of the ADIRU not being
aligned, an individual switch or control not being in the correct
position, or a particular component not yet being electrically
powered, (such as during electrical load shedding). Recheck for
any of these messages once the aircraft is completely powered, the
receiving aircraft flows have been completed, and the ADIRU is
aligned. Early identification and notification of any mechanical
issue is paramount to insure timely resolution.
Engine Display Switch (Flow) PUSH
• Primary engine indications display existing conditions.
• No exceedence values displayed (reset if required by the canc/rcl
switch).
• Verify engine oil quantity 23 quarts minimum prior to engine start.
EICAS Display Check
• Indications - Normal
Verify that the EICAS messages displayed are normal for this phase of
ground operations. There will be numerous messages for door lights,
hydraulic pumps, etc., however, there should not be any message that
will not be resolved by normal preflight and engine start procedures,
such as a bottle 1/2 disch eng or a brake temp message. When
verified as normal, clear the EICAS messages.
Thrust Asymmetry Compensation Switch (Flow) AUTO
Verify off light extinguished.
P F C Disconnect Switch (Flow) AUTO (GUARDED POSITION)
Verify disc light extinguished.
Electrical Panel (Flow) SET
Battery Switch (Flow) ON
Verify off light extinguished.
IFE/Pass Seats and Cabin Utility Switches (As Installed) ON
APU Generator Switch (Flow) ON
Verify off light extinguished.
Sec. 3 Page 34 7 77
Rev. 11/01/02 #9 Continental Flight Manual
APU Selector (Flow) START, RELEASE TO ON
Verify fault light extinguished.
Bus Tie Switches (Flow) AUTO
Verify isln lights extinguished.
Generator Control Switches (Flow) ON
off and drive lights remain illuminated until respective engine is
started.
Backup Generator switches (Flow) ON
off lights remain illuminated until respective engine is started.
Left Wiper Selector (Flow) OFF
Emergency Lights Switch (Flow) ARMED (GUARDED POSITION)
Service Interphone Switch (Flow) OFF
Passenger Oxygen On Light (Flow) EXTINGUISHED
Caution : Switch activation causes deployment of passenger oxygen
masks.
Window Heat Switches (Flow) ON
Verify inop lights extinguished.
Ram Air Turbine Unlkd Light (Flow) EXTINGUISHED
WARNING : Switch activation causes deployment of the ram air
turbine.
Hydraulic Panel (Flow) SET
Left And Right Primary Pump Switches (Flow) ON
Left and right primary pump fault lights remain illuminated until the
respective engine is started.
CI And C2 Primary Pump Switches (Flow) OFF
Verify fault lights illuminated.
Demand Pump Selectors (Flow) OFF
Verify fault lights illuminated.
Passenger Sign Panel (Flow) SET
No Smoking Selector (Flow) OFF
Seat Belts Selector (Flow) OFF
777 Sec. 3 Page 35
Flight Manual Continental Rev. H/Ol/02 #9
Lighting Panel (Flow) SET
Ovhd/Circuit Breaker Panel Light Controls MID POSITION
Dome Light Control (Flow) ADJUST
Storm Light Switch (Flow) AS DESIRED
Master Brightness Switch (Flow) ON
Master Brightness Control (Flow) ADJUST
Glareshield Light Controls (Flow) MID POSITION
Landing Light Switches (Flow) OFF
APU Fire Panel (Flow) SET
APU Btl Disch Light (Flow) EXTINGUISHED
APU Fire Switch (Flow) IN
Verify APU fire warning light extinguished.
Cargo Fire Panel (Flow) SET
Cargo Fire Arm Switches (Flow) OFF
Verify fwd and aft fire warning lights extinguished.
Cargo Fire Disch Light (Flow) EXTINGUISHED
Fire/Ovht Test Button (Flow) PUSH AND HOLD
The fire and overheat detection systems can be tested manually by pushing
and holding the fire/overheat test switch.
The indications for a manual fire and overheat detection system test are:
• The fire bell rings
• The nose wheel well APU fire warning horn sounds (on the ground)
• The EICAS warning message fire test in prog is displayed
• These lights illuminate:
• The master warning lights
• The left and right engine fire warning lights
• The APU fire warning light
• The nose wheel well APU fire warning light
• The fwd and aft cargo fire warning lights
• The left and right fuel control switch fire warning lights
Sec. 3 Page 36 7 77
Rev. 11/01/02 #9 Continental Flight Manual
When the test is complete, the EICAS warning message fire test pass or fire
test fail replaces the fire test in prog message; the switch can be released.
The appropriate system EICAS messages are displayed with the fire test fail
message:
• DET FIRE ENG (L OR R) • DET FIRE WHEEL WELL
• DET FIRE APU • DET OVERHEAT ENG (L or R)
• DET FIRE CARGO
(FWD or AFT)
All test messages clear when the test switch is released. If the switch is released
with the fire test in prog message displayed, the test ends without completing.
Engine Panel (Flow) SET
EEC Mode Switches (Flow) NORM
Start/Ignition Selectors (Flow) NORM
Autostart Switch (Flow) ON
Verify off light extinguished.
Fuel Jettison Panel (Flow) SET
Fuel Jettison Nozzle Switches (Flow) OFF
Verify valve lights extinguished.
Fuel To Remain Selector (Flow) IN
Fuel Jettison Arm Switch (Flow) OFF
Verify fault light extinguished.
Fuel Panel (Flow) SET
Crossfeed Switches (Flow) OFF
Verify valve lights extinguished.
Fuel Pump Switches (Flow) OFF
Left and right pump press lights are illuminated.
Left forward pump press light is extinguished if the APU is running.
Both center pump press lights are extinguished.
777 Sec. 3 Page 37
Flight Manual Continental Rev. H/Ol/02 #9
And Ice Panel (Flow) SET
Wing And Ice Selector (Flow) AUTO
Engine Anti Ice Selectors (Flow) AUTO
Lighting Panel (Flow) SET
Beacon Light Switch (Flow) OFF
Nav, Logo, And Wing Light Switches (Flow) AS REQUIRED
Indicator Lights Switch (Flow) AS DESIRED
Rnwy Turnoff, Taxi, And Strobe Light Switches (Flow) OFF
Air Conditioning Panel (Flow) SET
Equipment Cooling Switch (Flow) AUTO
Verify ovrd light extinguished.
Recirculation Fans Switches (Flow) ON
Note : Turn recirc fans Switches off if ground preconditioned air is
used.
Flight Deck Temp Control (Flow) AUTO (MID POSITION)
Cabin Temperature Control (Flow) MID POSITION
Pack Switches (Flow) AUTO
Verify off lights extinguished.
Note : Turn L and R pack Switches off if ground preconditioned air is
used.
Trim Air Switches (Flow) ON
Verify fault lights extinguished.
Bleed Air Panel (Flow) SET
Bleed Isolation Switches (Flow) AUTO
Verify closed lights extinguished.
Engine Bleed Switches (Flow) ON
Verify off lights illuminated.
APU Bleed Switch (Flow) AUTO
Verify off light extinguished.
Sec. 3 Page 38 7 77
Rev. 11/01/02 #9 Continental Flight Manual
Pressurization Panel (Flow) SET
Outflow Valve Switches (Flow) AUTO
Verify man lights extinguished.
Landing Altitude Selector (Flow) IN
Right Wiper Selector (Flow) OFF
Flight Director Switch (Flow) ON
Display Select Panel (Flow) SET
Lwr Ctr Display Switch (Flow) PUSH
Right EFIS Control Panel (Flow) SET
MINS Reference And MINS Selectors (Flow) AS DESIRED
Flight Path Vector Switch (Flow) AS DESIRED
Meters Switch (Flow) AS REQUIRED
Baro Reference And Baro Selectors (Flow) SET
Set the local altimeter setting on the PFD.
VOR/ADF Switches (Flow) AS DESIRED
ND Mode Selector (Flow) MAP
ND Center Switch (Flow) AS DESIRED
ND Range Selector (Flow) AS DESIRED
ND Traffic Switch (Flow) ON
Verify tcas off indication on ND.
Map Switches (Flow) AS DESIRED
Right Oxygen Mask Panel TEST AND SET
Mask STOWED
Verify doors closed.
Reset/Test Switch PUSH AND HOLD
Verify the yellow cross appears momentarily in the flow indicator.
Reset/Test Switch RELEASE
Verify the yellow cross no longer appears in the flow indicator.
Normal/100% Switch 100%
777 Sec. 3 Page 39
Flight Manual Continental Rev. H/Ol/02 #9
Window 2 Right (Flow) CHECKED
Verify the lock lever is in the locked (forward) position and the orange
indicator is not in view.
Map Light Control (Flow) AS DESIRED
First Officer's Heaters (Flow) SET
Shoulder Control And Foot Selector (Flow) AS DESIRED
First Officer's Side Display Control (Flow) AS DESIRED
F/O Forward Panel Brightness Controls (Flow) SET
Display Brightness And Fwd Light Controls (Flow) MID POSITION
Right Instrument Source Select Panel (Flow) SET
Navigation Source Switch (Flow) OFF
Display Control Source Switch (Flow) OFF
Air Data/Attitude Source Switch (Flow) OFF
Right Clock (Flow) SET
Time/Date Selector (Flow) UTC
Right PFD (Flow) CHECKED
Flight Mode Annunciation Verify:
• Autothrottle mode is blank
• Roll mode is TO/GA
• Pitch mode is TO/GA
• AFDS status is FLT DIR
• Verify steering bars (Roll centered and pitch +8 degrees).
Right ND (Flow) CHECKED
Verify map mode displayed.
Right Inboard Display Selector (Flow) MFD
FMC Selector (Flow) AUTO
Landing Gear Panel (Flow) SET
Ground Proximity Light (Flow) EXTINGUISHED
Sec. 3 Page 40 7 77
Rev. 11/01/02 #9 Continental Flight Manual
Ground Proximity Flap Override Switch (Flow) OFF
Ground Proximity Gear Override Switch (Flow) OFF
Terrain Override Switch (Flow) OFF
Landing Gear Lever (Flow) DN
Alternate Gear Switch (Flow) NORM (GUARDED POSITION)
Autobrake Selector (Flow) RTO
EICAS Display (Flow) CHECK
Indications Normal, Verify:
• Primary engine indications display existing conditions
• No exceedance values are displayed
MFD (Flow) CHECK
Secondary Engine Display Switch (Flow) PUSH
Secondary Engine display Verify:
• Secondary engine indications display existing conditions
• No exceedance values are displayed.
• No EICAS messages displayed.
Center Display Control Source Switch (Flow) OFF
Center Panel Brightness Controls (Flow) SET
Display Brightness Controls (Flow) MID POSITION
Flap Position Indication And Flap Lever (Flow) AGREE
Flap position indication is blank when flaps are up.
Alternate Flaps Panel (Flow) SET
Alternate Flaps Arm Switch (Flow) OFF
Alternate Flaps Selector (Flow) OFF
Engine Fire Panel (Flow) SET
Eng Btl 1 & Eng Btl 2 Disch Lights EXTINGUISHED
Engine Fire Switches (Flow) IN
Verify left and right fire warning lights extinguished.
Temporary Revision
Sec. 3 Page 41 777
TR 02-04 12/17/02 Continental Flight Manual
Center CDU (Flow) MENU
Flight Deck Printer (Flow) SET
Verify low paper light extinguished.
Right Radio Tuning Panel (Flow) SET
PNL Off Light (Flow) EXTINGUISHED
Set Panel (Flow) AS DESIRED
First Officer's Audio Control Panel (Flow) SET
Set Panel (Flow) AS DESIRED
Transponder Panel SET
Transponder Altitude Source Selector (Flow) NORM
Transponder Mode Selector STBY
Flight Deck Door Control Panel (Flow) CHECK
With the door open, illumination of the open light alone indicates the door
system is functional. Failure of the open light to illuminate, or illumination
of any other light on the control panel (either steady or flashing) indicates a
fault with the door system.
Floor Lights Switch (Flow) AS DESIRED
Aisle Stand Light Controls (Flow) MID POSITION
Route Key PUSH
Enter:
• Origin
• Destination
• Runway
• Flight number
Dep/Arr Key PUSH
Select SID, and appropriate SID transition if applicable.
Route Line Select Key (6R) PUSH
Enter or verify route as applicable.
Dep/Arr Key PUSH
Select or verify expected arrival runway, STAR, and transition if
applicable.
Route Line Select Key (6R) PUSH
Enter or verify complete route as applicable. Route 2 can be used for
Takeoff or ETOPS alternates as required. Route copy can be selected if
Takeoff or ETOPS alternates not required.
Sec. 3 Page 42 777
Rev. 11/01/02 #9 Continental Flight Manual
Activate Line Select Key PUSH
Exec Key PUSH
Prog Key PUSH
Compare total distance with distance on flight plan.
Route Key PUSH
Route 2 as desired:
1. Route 1 copy;
2. Take off alternate;
3. ETOPS entries.
Altn Key PUSH
Enter the takeoff alternate, if required.
Nav RadKey PUSH
Set/verify navigation radio tuning.
Plan Mode SELECT
Select the plan mode on the EFIS control panel.
Legs Key PUSH
Non-loading pilot STEP through the legs.
Right Flight Instruments (Flow) SET
PFD Correct
• Flight instrument indications are correct.
• The no v spd flag is displayed until V-speeds are selected.
• Verify that no other flags displayed.
Altimeter Set
ND Correct
• Verify no flags displayed.
• Route Displayed, correct
777 Sec. 3 Page 43
Flight Manual Continental Rev. H/Ol/02 #9
Right Seat (Flow) ADJUST
Position seat for optimum eye reference.
WARNING : Do not place objects between the seat and the aisle stand.
Injury can occur when the seat is adjusted forward.
Rudder Pedals (Flow) ADJUST
Adjust to permit full rudder pedal and brake application.
Right Seat Belt And Shoulder Harness (Flow) ADJUST
Accomplish RECEIVING AIRCRAFT checklist on Captain's command.
Sec. 3 Page 44 777
Rev. 11/01/02 #9 Continental Flight Manual
INTENTIONALLY LEFT BLANK
777 Sec. 3 Page 45
Flight Manual Continental Rev. H/Ol/02 #9
CAPTAIN PROCEDURE
Normally, the captain accomplishes this procedure. However, it does not
preclude the First Officer from completing the procedure if time and conditions
dictate.
F/O Challenge Capt. Respond
Left EFIS Control Panel (Flow) SET
Mins Reference And Mins Selectors (Flow) AS DESIRED
Flight Path Vector Switch (Flow) AS DESIRED
Meters Switch (Flow) AS REQUIRED
Baro Reference And Baro Selectors (Flow) SET
Set the local altimeter setting on the PFD.
VOR/ADF Switches (Flow) AS DESIRED
ND Mode Selector (Flow) MAP
ND Center Switch (Flow) AS DESIRED
ND Range Selector (Flow) AS DESIRED
ND Traffic Switch (Flow) ON
Verify tcas off indication on ND
Map Switches (Flow) AS DESIRED
MCP SET
Left Flight Director Switch (Flow) ON
LNAV Switch (Flow) PUSH/AS REQUIRED
Arm LNAV.
VNAV Switch (Flow) PUSH
Arm VNAV.
Initial Heading (Flow) SET
Initial Altitude (Flow) SET
Autothrottle Arm Switches (Flow) ARM
Autopilot Disengage Bar (Flow) UP
Heading/Track Reference Switch (Flow) HDG
Sec. 3 Page 46 7 77
Rev. 11/01/02 #9 Continental Flight Manual
Bank Limit Selector (Flow) AUTO
Vert Speed/FPA Reference Switch (Flow) VERT SPEED
Altitude Increment Selector (Flow) AS DESIRED
Left Oxygen Mask Panel CHECKED AND SET
Mask (Flow) STOWED
Verify doors closed.
Reset/Test Switch (Flow) PUSH AND HOLD
The yellow cross appears momentarily in the flow indicator.
Reset/Test Switch (Flow) RELEASE
Verify the yellow cross no longer appears in the flow indicator.
Normal/100% Switch (Flow) 100%
Window 2 Left CHECK
Verify the lock lever is in the locked (forward) position and the orange
indicator is not in view.
Map Light Control (Flow) AS DESIRED
Captain's Heaters (Flow) Set
Shoulder Control And Foot Selector (Flow) AS DESIRED
Captain's Forward Panel Brightness Controls SET
Display Brightness And Fwd Light Controls (Flow) MID POSITION
Captain's Side Display Control (Flow) AS DESIRED
Left Instrument Source Select Panel SET
Navigation Source Switch (Flow) OFF
Display Control Source Switch (Flow) OFF
Air Data/Attitude Source Switch (Flow) OFF
Left Clock SET
Time/Date Selector (Flow) UTC
777 Sec. 3 Page 47
Flight Manual Continental Rev. H/Ol/02 #9
Left PFD CHECK
Flight Mode Annunciation (Flow) VERIFY:
• Autothrottle mode is blank
• Roll mode is TO/GA
• Pitch mode is TO/GA
• AFDS status is FLT DIR
• Verify steering bars. (Roll centered and pitch +8 degrees.)
Left ND (Flow) CHECK
Verify map mode displayed.
Left Inboard Display Selector (Flow) MFD
Heading Reference Switch (Flow) NORM
Standby Instruments (Flow) CHECK
Attitude Indicator (Flow) CHECK
Verify no flags displayed.
Airspeed Indicator (Flow) CHECK
Verify no flags displayed. Set V rcf 30 + 80 knots on the airspeed bug.
(Do not use the Max Angle speed.)
Altimeter (Flow) SET
Set local altimeter setting.
Verify no flags displayed.
Alternate Pitch Trim Levers (Flow) NEUTRAL
Speedbrake Lever (Flow) DOWN
Reverse Thrust Levers (Flow) DOWN
Thrust Levers (Flow) CLOSED
Parking Brake SET
Verify parking brake set message displayed on EICAS.
Caution : Accumulator pressure may be insufficient to prevent aircraft
from moving. If brake accumulator pressure is at or below
1000 psi call maintenance.
Stab Cutout Switches (Flow) NORM (GUARDED POSITION)
Fuel Control Switches CUTOFF
Verify fire warning lights extinguished.
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Left Radio Tuning Panel (Flow) SET
Pnl Off Light (Flow) EXTINGUISHED
Set Panel (Flow) AS DESIRED
Captain's Audio Control Panel (Flow) SET
Set Panel (Flow) AS DESIRED
Weather Radar Panel (Flow) SET
Set Panel (Flow) AS DESIRED
Center Radio Tuning Panel (Flow) SET
Active Window CHECK
Verify DATA is displayed in the ACTIVE window.
Pnl Off Light (Flow) EXTINGUISHED
Set Panel (Flow) AS DESIRED
Observer's Audio Control Panel (Flow) SET
Set Panel (Flow) AS DESIRED
Flight Deck Door Switch (Flow) AS DESIRED
Observer Audio Selector (Flow) NORM
Left CDU SET
Init Ref Key (Flow) PUSH
Index Line Select Key (Flow) PUSH
Ident Line Select Key (Flow) PUSH
Ident Page (Flow) CHECK
Verify active date current.
Pos Init Line Select Key (Flow) PUSH
Verify present position and time correct.
Route Line Select Key (Flow) PUSH
Verify flight number and route correct.
Nav Rad Key (Flow) PUSH
Verify navigation radios are set.
777 Sec. 3 Page 49
Flight Manual Continental Rev. H/Ol/02 #9
Left Flight Instruments (Flow) SET
PFD (Flow) CORRECT
• Flight instrument indications are correct.
• The no v spd flag is displayed until V speeds are selected.
• Verify that no other flags displayed.
Altimeter SET
ND (Flow) CORRECT
Verify no flags displayed. Route displayed correctly.
Left Seat (Flow) ADJUST
Position seat for optimum eye reference.
WARNING : Do not place objects between the seat and the aisle stand.
Injury can occur when the seat is adjusted forward.
Rudder Pedals (Flow) ADJUST
Adjust to permit full rudder pedal and brake application.
Left Seat Belt And Shoulder Harness (Flow) ADJUST
Crew Baggage (Flow) IDENTIFIED & SECURED
Log Book / ETOPS CHECKED, ON BOARD
Review the aircraft logbook. Ensure all discrepancies and the ETOPS Pre-
Departure check (when applicable), are signed off.
Flight Attendant & Pilot Briefings COMPLETE
Briefings in General
Flight Attendant and Pilot Briefings are the perfect opportunity for the Captain
and crew to establish a positive, professional tone for the duration of the trip.
They allow the Captain to share expectations of how the team should work
together to insure a safe, successful trip. Effective communications by flight
deck and cabin crews are essential during normal conditions, and are absolutely
critical in non-normal situations. The corporate success of our airline relies on
the ability of our flight and cabin crews to convey a positive, confident
atmosphere. Describing and sensationalizing potential life threatening scenarios
during any briefing is neither effective nor productive, and only succeeds in
creating an impression of fear and uncertainty.
Sec. 3 Page 50 7 77
Rev. 11/01/02 #9 Continental Flight Manual
Flight Attendant Briefing
The Captain will conduct a Flight Attendant Briefing prior to the first leg of the
trip series or when there is a change in cabin crew. For subsequent flight legs
with the same cabin crew, the briefing is normally abbreviated to include only
the appropriate specifics of the flight leg. These are reflected by blue and black
colored items on the guide. Flight Attendant A will introduce herself / himself
to the Captain and coordinate the time and location of the initial briefing. The
briefing should normally be conducted with the entire crew, including all pilots
if possible. In the event that a briefing with the entire crew at the beginning of a
pairing / cabin crew change is not possible, the Captain will brief Flight
Attendant A, who will repeat the briefing to all other flights attendants. A
briefing with the entire crew should occur at the first available opportunity.
Unless there are a number of unique or significant issues, the "first leg of the
trip" briefing can normally be accomplished in 2-3 minutes and the subsequent
flight leg briefings in 1-2 minutes.
The following FLIGHT ATTENDANT
BRIEFING guide and explanation
provides a list of items that should be
considered for review. The objective
is to provide the cabin crew with
concise, factual information relative to
the trip / flight, and to highlight
certain areas of importance. The
briefing should be predicated on the
assumption that the cabin crew is well
versed in standard operating
procedures, and as such, a comment
of "Standard Operating Procedures or
SOP" is appropriate for those routine
items that do not require further
amplification. If any item is "not
applicable" or is "not an issue," then
it need not be specifically addressed
in the briefing. By the same token,
there may be additional special issues
for the flight that, though not
specifically listed, should nevertheless
be addressed.
Continental Airlines
FLIGHT ATTENDANT BRIEFING
•Introduce Flight Crew
•Flight Time
•Life Vest Briefing As Req'd
•WX& Turbulence
•Aircraft & Cabin Logbook Items
• Cabin Preflight & Security Inspection
• Ready for Pushback / Pax Count
•Cabin Ready For T/O & Ldg
•RTO & Evac Coordination
•Sterile Light
•Flight Deck Entry Procedures
♦Security or Unusual Incidents
• Questions / Additional Info From F/As
Blue items briefed at beginning of trip or F/A change
Black items briefed as required for each flight leg
777 Sec. 3 Page 51
Flight Manual Continental Rev. H/Ol/02 #9
Introduce Flight Crew
The Captain should introduce him / herself to the cabin crew, and if
possible introduce the rest of the flight crew, including any known ACM /
jumpseat riders.
• Flight Time
Review the planned flight time, any anticipated ground / flight delays and
any possibility of a short taxi time as it may relate to timing of the
passenger safety briefing.
• Life Vest Briefing As Required
For aircraft not equipped with automated passenger video systems (or if the
system is inoperative) advise the cabin crew when the route of flight is
more than 50 NM from the nearest shoreline to ensure the mandatory
passenger briefing of overwater emergency equipment is accomplished.
• Weather & Turbulence
Review the anticipated destination weather in addition to any pertinent
weather or turbulence issues for the flight. If it is expected that the
departure weather will require the flight attendants to remain seated after
takeoff, this is an excellent time to brief the expected duration before
resumption of normal duties.
• Aircraft & Cabin Logbook Items
Review any aircraft or cabin logbook inoperative equipment that would
have an impact on the cabin staff or services, including cabin emergency
equipment, galley furnishings, lavatories, cabin ventilation issues (such as
inop pack or APU), etc. Also confirm that Flight Attendant A will
coordination with the Captain regarding any cabin logbook entries,
preferably before the beginning of the descent.
• Cabin Preflight & Security Inspection
As per SOP Flight Attendant A should inform the Captain when the cabin
preflight inspection (and security inspection if required) have been
completed, including confirmation of all required water and lavatory
servicing.
• Ready for Pushback / Passenger Count
Ensure that Flight Attendant A will confirm when the cabin is ready for
pushback and will also provide a final passenger count to the flight deck as
soon as possible.
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• Cabin Ready For Takeoff & Landing
Both takeoff and landing will be proceeded by the "standard
announcement." Flight Attendant A should promptly respond, with the
"cabin ready" signal on aircraft so equipped. On all aircraft, if the cabin is
not prepared for whatever reason, immediately communicate with the flight
deck so that appropriate action can be taken.
• Rejected Takeoff & Evacuation Coordination
As per SOP, in the event of a rejected takeoff or a non-normal landing, you
can expect the flight deck will give the PA command "REMAIN SEATED,
REMAIN SEATED" as soon as possible. Keep the passengers seated and
calm while evaluating your assigned exit door window. As soon as the
flight crew is able, they will make an appropriate announcement, explaining
what the course of action will be. If you observed something inside or
outside the aircraft that is of obvious danger, relay the information to the
flight deck. If contact with the flight deck is not possible, signal with 4
chimes and if absolutely necessary, initiate an evacuation.
• Sterile Light
Brief any deviations from SOP regarding the sterile light due to
equipment or unique operational issues. Recall that communicating a valid
safety of flight issue takes priority over an illuminated sterile light.
• Flight Deck Entry Procedures
Emphasize the necessity for everyone desiring access to identify themselves
on the interphone and keeping the flight deck door open only long enough
for prompt transit of authorized individuals or articles.
• Security or Unusual Incidents
Appropriate security information and any unique security measures for the
specific flight should be shared, including the presence of FAMs, LEOs,
etc. The flight attendants should advise the flight deck of all security
incidents or other unusual problems. Effective communications between
the cabin and flight deck are paramount. All crewmembers should refer
to the ONBOARD SECURITY INCIDENT guide for individual
responsibilities during a security incident.
• Questions or Additional Information From Flight Attendants
Address any questions or open issues and ask if the flight attendants have
any additional information for the flight crew. Have any assigned FAMs
provide their briefing.
777 Sec. 3 Page 53
Flight Manual Continental Rev. H/Ol/02 #9
Pilot and Departure Briefing
The Captain will conduct a Pilot Briefing including the CRM and Departure
sections with the entire flight deck crew prior to the first leg of the trip series or
when there is a change in pilots. For subsequent flight legs with the same crew,
the CRM items do not need to be repeated unless there are changes, and only
those items associated with the specific Departure or Arrival need be
addressed. These are reflected by blue and black colored items on the guide.
Unless there are a number of unique or significant issues, the "first leg of the
trip" briefing can normally be accomplished in 3-4 minutes and the subsequent
flight leg briefings in 2-3 minutes. This briefing should be accomplished at the
gate prior to push / start so that the entire crew can collectively review the plan
as opposed to trying to conduct a complete briefing during taxi or just prior to
takeoff. If there are subsequent changes from what was briefed, such as runway
changes, SIDS, automation modes, etc., those items should be reviewed at an
appropriate time consistent with workload and preferably with the aircraft
stopped.
The following PILOT BRIEFING
guide provides a list of items that
should be considered for review. The
objective is to provide the crew with
concise, factual information relative to
the trip / flight, and to highlight
certain areas of importance. The
briefing should be predicated on the
assumption that flight crewmembers
are well versed, in standard operating
procedures and as such, a comment of
"Standard" or "SOP" is appropriate
for those routine items that do not
require further amplification. If any
item is "not applicable" or is "not an
issue," then it need not be specifically
addressed in the briefing. By the
same token, there may be additional
special issues for the flight that,
though not specifically listed, should
nevertheless be addressed. The pilot
who will be flying the departure
should brief those items associated
with the procedure as defined by the
PILOT FL YING BRIEFS items. Note
items shown in gray color are not
applicable to the Departure briefing.
J\s>5 Continental Airlines
PILOT BRIEFING
CRM
•Experience Level, Currency
• PF, PM, IRO Duties,Threat-Err Mgt
Departure or Arrival
•MEL, NOTAMs, Unique Issues
•Arpt Info (-7) & Taxi Plan (-9)
• WX, Rwy Cond, T/O or Ldg Wt
• RTO & Evac Issues
•Air Return, Fuel Jett, Altn
• IterrI Considerations
PILOT FLYING BRIEFS
•SID or STAR & Approach
• Displays & Automation Modes
•Trans -ALT(dep) -LVL(arr)
• EO Spl Procedures / Accel Alt
ACM, Enrte Issues, PAs, Questions
Blue items briefed at beginning of trip or pilot change
Black items briefed as required for each flight leg
Sec. 3 Page 54
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Continental
Flight Manual
CRM
Experience Level / Currency
A review of any significant experience level on the aircraft (such as low
time in type restrictions) and any currency issues, including last takeoff /
landing, extended time off, different seat position, etc.
• PF, PM, IRO Duties and Threat-Error Management
A review of any duties that are non-routine in nature or if they are to be
performed by other than the normal seat position, such as IOE, ferry / test
flights, a Captain assigned to the F/O seat, etc. Use of Standard Operating
Procedures (SOP) and proven Threat-Error Management techniques should
be emphasized.
Departure
• MEL, NOTAMs, Unique Issues
Review any inoperative or MEL'd aircraft components, any NOTAMs that
have an operational impact, and any other unique operational issues. These
may include items such as airport curfews, charter / ferry issues,
maintenance verification / test flight requirements, crew legality, security
issues, and any other factor that may effect the departure phase of the flight.
• Airport Information (-7 page) and Taxi Plan (-9 page)
A comprehensive review of all general information on the -7 page(s) in
additional to the appropriate DEPARTURE CONSIDERATIONS block.
Review as necessary the anticipated taxi plan for departure including the
route, planned runway entrance points, parallel runways operations,
taxiway restrictions for size or weight, and gate / pushback procedures.
• Weather / Runway Conditions / Takeoff Weight
A review of current weather for departure including considerations for
adverse weather operations such as deicing procedures, necessity of engine
/ wing anti-ice, low altimeter, windshear, etc. Additionally review the
planned runway, wind considerations, any braking action reports or
performance limitation / penalties, and anticipated takeoff weight.
• Reject Take Off & Evacuation Issues
Review rejected takeoff considerations and crew evacuation duties if other
than SOP due to runway issues, inoperative components, or unique crew
compliment.
777 Sec. 3 Page 55
Flight Manual Continental Rev. H/Ol/02 #9
• Air Return / Fuel Jettison / Alternate
Review the plan for an immediate air return, including estimated landing
weight, performance limitations, and approximate amount and time for fuel
jettison if applicable. If applicable, review the takeoff alternate details,
including weather, approximate distance, and time.
TERR
Considerations
WARNING : Prior to departure at airports near mountainous or
significant terrain the following procedures will be
accomplished:
- All appropriate SIDS, STARS, approach charts, ENGINE
FAILURE ON DEPARTURE / ONE ENGINE INOPERATIVE
MISSED APPROACH procedures, and associated enroute charts
for the departure and arrival will be reviewed and readily
available.
- The flight crew will review all Grid MORAs, MEAs, MOCAs,
AMAs to include position of high terrain along the departure /
arrival route.
- For aircraft with enhanced GPWS, at least one pilot will have the
terr function selected. This feature should be considered for use
even in day VMC conditions in order to assist in building a mental
picture of the airport and surrounding terrain. If this feature is not
installed, consider using radar to help identify prominent terrain
features.
• SID or STAR & Approach Review ( p 1 l o t flying briefs)
Review the departure procedure and confirm correct FMC programming
for airspeeds, altitudes, routing, etc. This should normally be briefed by the
pilot who will be flying the procedure.
• Displays & Automation Modes (pilot flying briefs)
Ensure the navigation display options selected are appropriate for the
procedure and phase of flight, including scale, radar / TCAS / nav aid
information displayed, and raw data as required. Review the automation
modes to be used during the procedure (lnav, vnav, a/p and a/t off/on, etc).
• Transition -ALTitude (departure) (pilot flying briefs)
Review the Jepp chart and cross check the FMC trans alt value on the
FMS clb page (as installed) for departure.
Sec. 3 Page 56 7 77
Rev. 11/01/02 #9 Continental Flight Manual
• Engine Out Special Procedures / Acceleration Altitude-Height (pilot
FLYING BRIEFS)
Review the specific -7 pages and procedures for ENGINE FAILURE ON
DEPARTURE / ONE ENGINE INOPERATIVE MISSED APPROACH and
program the FMC as required. Some airports have FMC eo "pop-up"
SIDS that should temporarily be selected {but not executed) during
preflight to visually review the track and procedure.
Additional Crew Members, Enroute Issues, Public Addresses,
Questions
Ensure ACMs / jumpseaters are familiar with the JUMPSEAT RIDER
BRIEFING GUIDE, safety equipment, oxygen system, and security procedures.
Review any significant enroute issues and establish who will accomplish PAs.
Ensure any questions or open issues are addressed and that the flight crew is in
agreement with the plan for safe and efficient conduct of the flight.
Call for RECEIVING Checklist.
777 Sec. 3 Page 57
Flight Manual Continental Rev. H/Ol/02 #9
VNAV OPERATION - PREFLIGHT
MCP PREFLIGHT
If operational, VNAV should be used for all takeoffs. Press the VNAV switch
on the MCP and verify that VNAV is armed on the FMA.
Note : If the PERF INIT page is not complete (all boxed prompts loaded) when
VNAV is armed, the EICAS advisory fmc message is displayed and the
CDU message (msg) light illuminates indicating the CDU scratch pad
message perf/vnav unavailable. Clear the message.
CDU PREFLIGHT
All boxed prompts on the PERF INIT page (ZFW, CRZ ALT, COST INDEX)
must be loaded for VNAV to function.
Note : To create the path for VNAV there must be a cruise altitude (entered
on PERF INIT, CLB, or CRZ pages) and an end of descent point
(created by selecting an arrival/approach on DEP/ARR page).
Verify EO ACCEL HT, ACCEL HT, and THR REDUCTION altitudes on
TAKEOFF page 2/2 are correct.
Verify/enter the climb, cruise, and descent speeds on the three VNAV pages:
• Page 1/3 - ACT 250KT CLB - normally use ECON speed.
• Page 2/3 - ACT ECON CRZ - use the flight plan speed.
• Page 3/3 - ACT ECON DES - use the flight plan speed.
If desired, and the PERF INIT page is complete, a speed and altitude restriction
may be entered on the SPD RESTR line on the ACT 250KT CLB page. Do not
enter a speed of 250 Kts or greater . This deletes the FMC default SPD TRANS
of 250/10000 and the aircraft accelerates to the climb speed on the ECON
SPD/SEL SPD line when it climbs above the altitude entered on the SPD
RESTR line.
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777 Sec. 3 Page 59
Flight Manual Continental Rev. H/Ol/02 #9
GATE DEPARTURE PROCEDURES
General
Approximately five minutes prior to departure, the ground crew will coordinate
the proposed engine start time with the flight crew. At this time, the parking
brake should be set and wheel chocks removed. The headset operator is
responsible for verifying that all personnel are clear of the aircraft. In addition
he will check that all doors and service panels are properly closed and that the
wing tip markers (if installed) are removed. The headset operator should then
state: "WALKAROUND COMPLETE. ALL DOORS AND ACCESS
PANELS SECURE." The headset operator should also state "READY FOR
PUSHBACK" or "CLEARED FOR ENGINE START."
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Captain's Flow
O Flight Controls CHECK
(1) Seat Belt ON
(2) Hydraulics Pumps AUTO/ON
(3) Fuel Pumps ON
(4) Beacon ON
(5) Trim Set
777 Sec. 3 Page 61
Flight Manual Continental Rev. H/Ol/02 #9
BEFORE START
The BEFORE START flow will be initiated when the Captain calls for the
checklist.
The Captain will call for the BEFORE START checklist after:
• All cabin doors are closed
• All passengers are seated
• All carry-on luggage is properly stowed
If a pushback is required, the checklist will be completed prior to aircraft
movement. In the event a pushback is not required, the checklist will be
completed prior to engine start.
When engine start clearance is received, the Captain will call for the appropriate
engine to be started.
F/O Challenge
BEFORE START Capt. Respond
Cockpit Windows
CLOSED & LOCKED (F, C)
Seat Belt Sign
ON
ON/AUTO
Fuel
REL, ON BOARD
Fuel Pumps
ON
ON
MCP
SET
CDU/Reference Speeds-
SET (F, C)
UNITS, ZERO, ZERO
Flight Controls
CHECKED
AUTO (F, C)
F/O Challenge Captain Respond
Seat Belts (Flow) ON (F, C)
Each flight crewmember shall keep their seat belt fastened when at their
station and the aircraft is moving.
Cockpit Windows CLOSED & LOCKED (F, C)
Verify the window crank is full forward to the stop, window not closed
placard not in view, lock lever in forward position, and locked / unlocked
indicator indicates locked.
Seat Belt Sign
ON
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Hydraulic Pumps ON/AUTO
Note : Right demand pump selector MUST be placed in the auto
position first, pressurizing the right system. Failure to pressurize
the right system first WILL transfer hydraulic fluid from the center
system into the right system causing an overfill (of).
Right Demand Pump Selector (Flow) AUTO
Verify fault light extinguished.
C2, CI And Left Demand Pump Selectors (Flow) AUTO
Verify fault lights extinguished.
CI And C2 Primary Pump Switches (Flow) ON
All electric and air driven hydraulic pump switches are turned
auto/on. Engine pump switches are left on.
Verify fault lights extinguished.
Fuel REL, ON BOARD
Check the fuel on board against the dispatch release GATE FUEL, fuel
slip, and weight and balance for agreement. (If the value is less than GATE
FUEL ensure at least MIN FUEL plus TAXI aboard.) Any irregular
load/distribution of fuel should be investigated. Ensure the wing fuel tanks
are balanced. Check that all required fuel documentation is on board.
Fuel Pumps ON
Left And Right Fuel Pump Switches (Flow) ON
Verify press lights extinguished.
IF Center Tank Contains Fuel:
Center Fuel Pump Switches (Flow) ON
Verify press lights extinguished.
Note : One press light may not be extinguished due to load
shedding. Indications will be normal after engine start.
Beacon ON
MCP SET
IAS/Mach Selector (Flow) SET
Set V 2 speed in the IAS/MACH window.
LNAV Switch (Flow) CHECK
LNAV if required.
777 Sec. 3 Page 63
Flight Manual Continental Rev. H/Ol/02 #9
VNAV Switch (Flow) CHECK
Verify VNAV is armed.
Initial Heading (Flow) CHECK
Initial Altitude (Flow) CHECK
CDU/Reference Speeds SET (F, C)
Init Ref Key (Flow) PUSH
Verify fuel quantities agree:
• Upload fuel quantity
• EICAS
• CDU
Check / Enter:
• Zero fuel weight
• Reserve fuel
• Cruise altitude
• Cost index
Thrust Lim Line Select Key (Flow) PUSH
Select takeoff thrust:
• Full thrust
• Assumed temperature derate.
Select climb thrust.
Takeoff Line Select Key (Flow) PUSH
Next Page Key (Flow) PUSH
Check / Enter:
• Surface wind
• Runway wind component
• Engine out acceleration height
• Acceleration height
• Thrust reduction point.
Previous Page Key (Flow) PUSH
Check / Enter:
• Enter takeoff flap setting.
• Check assumed temperature.
• Enter CG.
• Check runway position value.
• Select or enter takeoff speeds.
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Flight Manual
Trim
UNITS, ZERO, ZERO
Set stabilizer trim per Accuload data. Verify aileron trim and rudder trim
are set at zero.
Select the FCTL synoptic on the Captains MFD.
Captain will fully displace rudder, control wheel, and control column in
both directions while verifying proper flight control movement on FCTL
synoptic display as depicted in Section 6.9, Flight Controls. When the
control check is complete, the Captain will select the MFD to the nd
position.
Note : Hold the nose wheel steering tiller stationary during rudder check
to prevent nose wheel movement.
Select the Doors synoptic on the F/O's MFD. Use of the synoptic will
assist the Captain in determining when aircraft movement is imminent. The
crew must confirm that all doors are closed and all passenger entry doors
are in the auto mode prior to aircraft movement or engine start.
Flight Controls
CHECKED
Doors
AUTO (F, C)
777
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Flight Manual
Continental
Rev. 11/01/02 #9
PUSHBACK / TOW OUT PROCEDURE
This procedure is required when the aircraft is to be pushed back or towed away
from the terminal or loading area. Flight interphone contact with ground crew
must be established. Engine start is authorized during pushback.
Note : Powerback procedures are not authorized.
Note : Pushback or tow out is normally accomplished with all hydraulic
systems pressurized and the nose gear steering lockout pin installed.
In this configuration, the Captain can complete an operational check of
the rudder pedals as part of the flight control check. When displacing
the rudder pedals to their full travel, the Captain should keep the
nosewheel steering handle centered.
Note : Engines on the B777 will not be started on pushback under any
circumstances unless the ramp is in a dry condition. An exception
would be allowable when the aircraft APU is inoperative.
After tow tractor and tow bar have been connected and clearance obtained, give
push-out signal to tractor operator. Headset operator must accompany tractor
and aircraft during push-out to observe for possible safety hazards. Tractor
operator is responsible to observe headset operator and aircraft for signals or
possible safety hazards. After tractor and tow bar are clear of aircraft, proceed
as described in the Taxi-Out procedure.
When Cleared for Pushback / Tow Out:
Parking Brakes OFF
When Pushback / Tow Out is Complete:
Parking Brakes SET
Tow Bar.
DISCONNECTED
Clearance From Ground Crew
TUG & TOW BAR CLEAR
Nose Gear Steering Lockout Pin
REMOVED
Interphone (After Engine Start Procedure Complete)
REMOVED
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777 Sec. 3 Page 67
Flight Manual Continental Rev. H/Ol/02 #9
ENGINE AUTO START PROCEDURE
CAPTAIN
FIRST OFFICER
Announce engine start sequence.
Normal starting sequence is L, R.
Display secondary engine indications
on lower center MFD.
Announce "START ENGINE"
Position start/ignition selector
to START
Position fuel control switch to run
Caution: Observe oil pressure increase. Auto Start does not monitor oil
pressure or oil temperature. Abort start if no oil pressure or
high oil temperature is observed after initial EGT rise.
Repeat procedure to start remaining engine.
Note : Autostart takes corrective action for the following non-normal
conditions:
No Nl rotation
Insufficient air pressure
for starter operation
Start time exceeds the
starter duty cycle timer
Starter shaft failure
If an autostart off procedure is required refer to the Engine Manual Start
procedure listed in the UNANNUNCIATED sub-section of Section 2 Non-
Normal.
Caution : Be aware that electrical power interruptions, on the ground, can
create a situation where Autostart will not protect the engine from
a hot start.
• No EGT rise •
• Hot start
• Hung start
• Compressor stall •
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AFTER START FLOW
CD
Recall
Captain's Flow
0 Flight Deck Door CLOSED & LOCKED
© Radio Panel ATC
First Officer's Flow
(I)apu
OFF
(At Captain's direction)
(2) Engine Anti-ice AUTO/ON
(As required by conditions)
(3) Recall
Check
777 Sec. 3 Page 69
Flight Manual Continental Rev. H/Ol/02 #9
AFTER START
The AFTER START flow will be initiated when the Captain calls for the
checklist.
The Captain will call for the AFTER START checklist after the engine(s) have
reached a stabilized idle and the headset operator has been cleared to
disconnect.
The AFTER START checklist will be completed prior to releasing the brakes
for taxi.
F/O Challenge
AFTER START Capt. Respond
(AS REQUIRED)
Recall
CHECKED
RTO
Flaps
Flight Deck Door
SET
CLOSED & LOCKED
FIRST OFFICER PROCEDURE
F/O Challenge Captain Respond
APU Selector (Flow) (AS REQUIRED)
The Captain will advise if the APU is required for operational reasons.
Engine Anti-Ice (AS REQUIRED)
When icing conditions exist or are anticipated, as each engine is started
position the respective engine anti-ice switch on.
Recall CHECKED
If any messages displayed refer to the MEL and/or DDP to determine if
dispatch relief is available.
Autobrake RTO
If operational, the autobrake will be verified to be in the RTO selection for
all takeoff s.
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Flaps SET
This item of the checklist is a read and do item. The First Officer should
not set the flaps until commanded to by the Captain at this point in the
checklist. The Captain's response to the challenge Flaps is the order to
select the flap lever to the desired flap setting. Both pilots should verify the
flap lever is set as commanded and the flaps begin to move to the selected
position before the checklist is announced complete. (The crew should not
wait for the flaps to reach the commanded position prior to taxi. Actual
flap position will be verified during the BEFORE TAKEOFF checklist.)
CAPTAIN PROCEDURE
F/O Challenge Captain Respond
Radio Panel (Flow) SET
Select vhf l on the left audio selector panel.
Flaps SET
Flight Deck Door CLOSED & LOCKED
Flight deck doors must be closed and locked from the beginning of the
aircraft moving under its own power until block in, with the exception of
transit by authorized personnel. It is imperative that the flight deck
door be open only long enough for expeditious transit of authorized
individuals or items. Do not allow the door to remain open for extended
periods of time for any reason .
All individuals (including pilots, flight attendants, ACM / jumpseat riders,
etc.) desiring access to the flight deck for entrance or for transit of items
must comply with the following procedures:
1 . Ensure the immediate area around the flight deck door (and ideally the
forward lavatory(s) on aircraft so equipped) is clear of customers.
2. Identify yourself to the flight crew via the interphone, to include name
and, if necessary, employee number. It is appropriate for the flight
deck crew to have access to the assigned crew list in the event there is
any question as to the identity of someone requesting access. This is
especially true with large crew compliments where the flight deck is
not likely to recall all crew names or recognize voices. For ACMs /
jumpseat riders who may not be familiar with the interphone system
(such as FAA inspectors, ATC personnel, etc.) a flight attendant will
assist in placing the interphone call and confirming the individual's
identity. Any individual not part of the working crew must wear
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Flight Manual
their identification in a clear and visible manner while entering,
leaving, or on the flight deck. Do not call until ready for access /
entry. Do not request entry and then wait an extended period of time
before arriving at the door. Whoever makes the call is responsible for
ensuring that no unauthorized individuals are allowed access.
3 . Firmly knock 2 times on the flight deck door. The flight crew will lift
the coverguard and hold down the red unlock switch located on the
door control panel until the door is opened. If the flight crew has any
reservations as to who has knocked, they must visually confirm the
identity of the individual via the door viewing port before unlocking.
While the door is open, the amber open light on the door control panel
is illuminated to serve as reminder to keep the door open time to an
absolute minimum.
4. Anyone exiting the flight deck should first look through the viewing
port to check the area outside the door. If possible, exit when there are
no customers near the door area. The door is normally opened by
rotating the doorknob in either direction. It is the responsibility of the
individual opening the door to close the door immediately after transit.
Note : Anytime the aircraft is operating on normal electrical power the
door will automatically lock when it is closed .
If the door does not electrically lock after closing, or if there is an
internal system failure, the red unlkd light illuminates. The crew must
investigate the problem and take corrective action, including use of the
mechanical lock pin if necessary, to secure the door.
5 . The door must be left open by the flight crew when departing the
aircraft after the flight. If the door is inadvertently closed (and
therefore automatically locked) either a pilot or maintenance technician
may use the FLIGHT DECK EMERGENCY ENTRANCE system to
gain access.
777 Sec. 3 Page 71
Flight Manual Continental Rev. H/Ol/02 #9
TAXI
Once the AFTER START checklist is complete, and the Captain is confident
that the area around the aircraft is clear, the Captain will call "TAXI
CLEARANCE." The First Officer will obtain a taxi clearance.
The Captain will confirm the taxi instructions by verbally repeating the
instructions to the First Officer.
There is a large area near the aircraft where personnel, obstacles or guidelines
on the ground cannot be seen, particularly in the oblique view across the flight
deck. Special care must be exercised in the parking area and while taxiing.
When parked, the pilot should rely on ground crew communications to a greater
extent to ensure a safe, coordinated operation.
Caution : Outside vigilance during taxi is the responsibility of both pilots.
Prior to the aircraft movement both pilots will verify that the
aircraft is clear of all obstacles by announcing "CLEAR
LEFT/CLEAR RIGHT."
TAXI-OUT
Once the headset is removed, the headset operator shall position himself
between aircraft and terminal building in full view of the flight deck. This could
be on the left or right side of the aircraft depending on the direction of aircraft
movement.
When the Captain is ready to taxi and has received clearance to do so, he/she
will indicate this to the headset operator / safety man by turning the nose gear or
similar light on.
The headset operator / safety man shall ascertain that the area is clear to taxi and
the CLEAR TO TAXI salute shall be given to the flight deck. The Captain will
acknowledge receipt of this salute by turning the nose gear or similar light off.
As the aircraft departs, the headset operator / safety man will give the END OF
GROUND GUIDANCE signal.
Note : In order to avoid confusion during night operations, the Captain should
leave the taxi light off for 1-2 seconds before turning it back on for use
during taxi operations.
Note : The aircraft will not be taxied away from a gate (or pushback position),
unless the marshaller gives the crew the proper signal that the aircraft
is cleared to taxi. Should, for some reason, the marshaller not be
visible, or leave his/her position on the ramp, the aircraft will not taxi.
Call the station on company radio and have the marshaller return and
give taxi clearance.
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Note : The headset operator is responsible to ensure the aircraft, personnel
and equipment are clear from injury or damage from jet blast before
taxi-out signals are given aircraft. High lift trucks at gates immediately
behind must be lowered before aircraft taxis out
TAXI PROCEDURES
Aircraft response to thrust change is slow, particularly at high gross weights.
Idle thrust is adequate for taxiing under most conditions. A slightly higher
thrust setting may be required to start taxiing. Allow time for aircraft response
to each thrust change.
To initiate taxi, release brakes, smoothly increase thrust to minimum required
for the aircraft to roll forward, max Ni 35%, and reduce thrust to idle. Do not
start a turn until sufficient forward speed has been attained to carry the aircraft
through the turn at idle thrust.
Thrust use during ground operation demands sound judgment and technique.
The air blast effects from the high bypass engines at relatively low thrust can be
destructive and cause injury. Avoid following other aircraft too closely. Jet blast
is a major cause of foreign object damage.
The tendency is to taxi faster than desired. This is especially true during runway
turnoff after landing. The ND GS display may be used to determine actual taxi
speed. The appropriate taxi speed will depend on turn radius and surface
condition. Nose wheel scrubbing indicates excessive steering angle and/or taxi
speed for surface condition. The normal straight away taxi speed should not
exceed approximately 25 knots. When approaching a turn, speed should be
slowed to the appropriate speed for the conditions. On a dry surface, use
approximately 8 to 10 knots.
Note : Use of reverse thrust is not recommended during taxi. At low speeds,
the reverse thrust can cause loose objects on the taxiway to be ingested
causing FOD.
Do not be diverted from the primary task of safely taxiing the aircraft. The
flight crew should avoid all unnecessary activity and duties (including
paperwork) that can be accomplished at another time.
777 Sec. 3 Page 73
Flight Manual Continental Rev. H/Ol/02 #9
The Captain and First Officer's positions are equipped with a tiller steering
control, however only the Captain will taxi the aircraft. The tiller performs
the same function as a conventional steering wheel. Maintain a positive
pressure on the tiller when entering or exiting a turn to prevent the nose wheel
from abruptly returning to center. Main gear aft axle steering is installed to
minimize tire scrubbing and is automatically activated when the nose gear
steering angle exceeds 13 degrees.
Differential thrust may be required at heavy weights during tight turns. This
should only be used as required to maintain the desired speed in the turn. After
completing a turn, center the nose wheel and allow the aircraft to roll straight
ahead. This will relieve stresses in the main and nose gear structure prior to
stopping
Turning radius during 1 80 degree turns can be reduced, with lower engine
thrust and less nose gear tire wear by following a few specific taxi techniques.
Taxi the aircraft so that the main gear tires are as close as possible to the runway
edge. This provides more runway surface to make the turn. Stop the aircraft
completely with the thrust at idle. Hold the tiller to the maximum steering
angle, release the brakes, then add thrust on the outboard engine. Use only the
outboard engine and maintain 10 knots or less during the turn to minimize the
turn radius. These actions will result in a low speed turn and less runway being
used. Light intermittent brake applications on the inside of the turn will help
reduce the turn radius.
Note : If any doubt exists, when making a minimum radius turn, stop the
aircraft and call for a marshaller.
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TAXI NOTES
Thrust Use
12' RADIUS
7773014
IDLE THRUST
Where there is a possibility of jet blast damage, the proper throttle technique
will be:
• Advance engines to a maximum of 35% Ni RPM.
• Retard the power as soon as possible after the aircraft starts to taxi.
• If a tight turn is required in a restricted area, leave the power on until the
point where the jet blast area could cause a problem, then close throttles.
This should provide sufficient momentum to sustain taxi-out of the
congested area.
If 35% Ni RPM will not move the aircraft in those tight gate areas where there
is exposure to jet blast damage, the Captain will close the throttles and request a
tow-out.
777 Sec. 3 Page 75
Flight Manual Continental Rev. H/Ol/02 #9
Thrust Danger Zones
BREAKAWAY THRUST
WARNING : Keep all personnel out of danger zones during engine operation.
The engine can PULL persons or unwanted materials into them
and cause severe injuries to personnel or damage equipment.
If the surface wind is more than 25 knots, increase the danger
zone at the engine inlet by 20%.
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Rudder Trim
Rudder trim application will result in uneven rudder pedal position. Rudder
pedal differential will also result in abnormal nose wheel steering control
displacement during taxi and takeoff. Any significant rudder trim application on
the ground should be apparent to the crew during taxi and takeoff roll.
The rudder pedal displacement caused by rudder trim can be compensated for
and directional control maintained with the rudder pedals. Rudder trim does not
reduce available rudder travel but will increase the pedal force required to
oppose the trim.
Nosewheel / Rudder Pedal Steering
Maintain a positive pressure on the nose steering wheel in both directions to
prevent the nose gear from returning to center abruptly. Straight ahead steering
and large radius turns may be accomplished with rudder pedal steering only. If
nose wheel "scrubbing" occurs while turning, reduce steering angle and/or taxi
speed. Differential thrust may be required for heavy aircraft during tight turns,
but should only be used as required to maintain the desired speed in the turn.
Center the nose wheel and allow the aircraft to roll straight ahead to relieve
stress on the main and nose gear structure and oleo strut seals prior to stopping
after completing a turn. Avoid stopping the airplane in a turn as excessive
thrust will be required to start taxiing again.
777 Sec. 3 Page 77
Flight Manual Continental Rev. H/Ol/02 #9
Brakes
Avoid riding the brakes to control taxi speed. If taxi speed is too high, reduce
speed with a steady brake application and then release the brakes to allow them
to cool. Continuous braking should be avoided. Allow for decreased braking
effectiveness on slick surfaces. Avoid taxi speeds greater than 30 knots on long
taxi routes. Braking to approximately 10 knots and subsequent release of the
brakes will result in less wear of the carbon brakes than when the brakes are
constantly applied. Under normal conditions differential braking and braking
while turning should be avoided. Allow for decreased braking effectiveness on
slick surfaces.
Turning Radius
The following figure shows the minimum turn radius capability. The wing tip
swings the largest arc while turning and determines the minimum obstruction
clearance path. All other portions of the aircraft structure are within this arc.
Note : The wing tip travels outboard about 5' and travels 35' in front of the
nose.
Caution : Do not attempt to make a turn away from an obstacle within 15' of
the wing tip or within 5 1 ' of the nose.
1 45 ft. (44.2m) minimum radius turn
7773028
TURNING RADIUS 777
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Taxiing in Reduced Visibility
Caution must be exercised when taxiing in conditions of reduced visibility. The
crew should familiarize themselves with the airport taxiways, intersecting
runways, and any obstructions that may be a hazard to safety. The crew should
not hesitate to discontinue taxiing if any doubt exists about the aircraft's location
on the field. If the Captain does stop the aircraft, the First Officer must notify
ground control so that any approaching aircraft can be notified.
Outside vigilance by both crewmembers is paramount when taxiing in
conditions of reduced visibility. If possible, checklist should be accomplished
while the aircraft is not moving and the parking brake is set. While taxiing,
utilize the Jeppesen airport diagrams to the maximum extent possible. If
confusion exists, ask for clarification from ground control. When cleared for
takeoff, ensure that the correct runway is being used.
Taxi in Adverse Weather
Taxi under adverse weather conditions requires more awareness of surface
conditions. If the taxiways and runways are covered with snow, slush, or water,
(OAT 50°F/10°C or less) consideration should be given to the use of engine
anti-ice.
When taxiing on a slick surface use reduced speeds. Use of differential engine
thrust will assist in maintaining aircraft momentum through the turn. Avoid
using large tiller inputs to correct for skidding. Differential braking may be
more effective than nose wheel steering on very slick surfaces. If speed is
excessive, reduce speed prior to initiating a turn.
During cold weather operations, nose gear steering should be exercised in both
directions during taxi. This will circulate warm hydraulic fluid through the
steering cylinders and minimize the steering lag caused by low temperatures. If
icing conditions are present, the engine anti-ice switches should be turned on
immediately after engine start (auto anti-ice does not work on the ground).
During ground operation including taxi-in and taxi-out in icing conditions, the
engines must be run up momentarily to a minimum of 50% Ni at intervals not to
exceed 15 minutes.
777 Sec. 3 Page 79
Flight Manual Continental Rev. H/Ol/02 #9
Engine exhaust may form ice on the ramp and takeoff areas of the runway, or
blow snow or slush which may freeze on aircraft surfaces. If the taxi route is
through slush or standing water, taxi with flaps up. Extended or prolonged taxi
times in heavy snow may necessitate de-icing prior to takeoff.
To reduce the possibility of flap damage, after making an approach in icing
conditions or landing on a runway covered with snow or slush do not retract the
flaps until the flap area has been checked to be free of debris by maintenance.
Taxi - One Engine
Because of additional operational procedural requirements and crew workload,
taxiing with an engine shut down is not allowed. High bypass engines require
warm up prior to applying takeoff thrust and cool down prior to shutting down.
If the engine has been shut down for several hours, it is desirable to operate at
as low a thrust setting as practicable for several minutes prior to takeoff.
Note : Single engine taxi with an inoperative engine is authorized consistent
with good judgement.
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WXR/TERR
Captain's Flow
O WXR/TERR As desired
- When cleared for T/O -
@ Lights & Clock ON & Run
I Takeoff Announcement
V (Verify CABIN READY)
(2)
Transponder
First Officer's Flow
(1)
(2)
j T/O Announcement CABIN READY
V) Transponder TARA
(3) Takeoff Check (If installed) Check
(4) WXR/TERR As desired
- When cleared for T/O -
(5) Strobe & Clock ON & Run
(6) Fuel Note
777 Sec. 3 Page 81
Flight Manual Continental Rev. H/Ol/02 #9
BEFORE TAKEOFF
The Captain will call for the BEFORE TAKEOFF checklist when cleared onto
the active runway.
For both day and night operations all landing lights, runway turn off lights, and
strobe lights will be turned on only after takeoff clearance is received as an
indication to other traffic that your aircraft is beginning the takeoff roll.
For night operations, some auxiliary lighting in addition to the beacon and
navigation lights (but not the strobe lights or the landing lights) should be turned
on when taking the active runway in order to provide exterior illumination for
other traffic to see the aircraft.
Meteorological conditions permitting, at the minimum the use of the landing
lights and runway turnoff lights are required below 18,000 feet for both day and
night operations.
F/O CHALLENGE BEFORE TAKEOFF F/O RESPOND
Departure Briefing COMPLETE
Takeoff Announcement CABIN READY
Flaps
Takeoff Check (If Installed) CHECKED
Transponder TA/RA
F/O Challenge F/O Respond
Shoulder Harness (Flow) ON (F, C)
Each flight crewmember shall, during takeoff and landing keep their
shoulder harness fastened.
Departure Briefing COMPLETE
Normally the majority of this briefing is completed at the gate. The crew
should review any subsequent changes to the original briefing, such as
runway, SID, or selected automation modes.
Takeoff Announcement CABIN READY
The First Officer will use the PRAM if available, or make the takeoff
announcement using the following phraseology:
"FLIGHT ATTENDANTS PLEASE BE SEATED FOR DEPARTURE."
The flight crew will verify the CABrN READY memo message has been
received.
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Flight Manual
Automated TAKEOFF announcement:
From the CABIN INTERPHONE SPEED DIAL page, select lsk 1L,
< takeoff fa. This will result in the automated cabin announcement
"FLIGHT ATTENDANTS PLEASE BE SEATED FOR DEPARTURE."
This must be verified by observing a pa in use message in the center CDU
scratch pad, or by listening to the PA audio to insure the announcement was
made.
Note : If the FMC flap selection and the actual flap position are not in
agreement, the Electronic Checklist will not reflect a green checkmark.
Never override the Flaps item on the checklist.
The "CHECKED" response refers to the successful completion of the
Takeoff Configuration Test. The First Officer will depress the takeoff
check switch prior to entering the runway and verify that no configuration
warnings annunciate.
The Transponder and TCAS are activated by strut sensing on lift off. The
predictive windshear function of the radar requires the Transponder /
TCAS selector switch to be in the ta/ra position. The TCAS display on the
ND (in the map, map ctr, app and vor modes) requires the selection of the
tfc switch on the EFIS control panel.
Radar / Terrain (Flow) AS REQUIRED
The EFIS control panel weather (wxr) map switch control power to the
transmitter/receiver and controls the weather radar display on the NDs.
The terrain (terr) switch displays computer generated terrain data on the
NDs. wxr and terr functions should be displayed as desired depending
upon weather and surrounding terrain. The terrain function cannot be
displayed on an ND with weather radar. If both displays are desired one
pilot must display terrain and the other pilot display weather radar.
Flaps
Takeoff Check (If Installed)
CHECKED
Transponder
TA/RA
777 Sec. 3 Page 83
Flight Manual Continental Rev. H/Ol/02 #9
TAKEOFF NOTES
Takeoff Configuration Warning
The Takeoff Configuration Warning system is armed when the aircraft is on the
ground and the thrust is in the takeoff range on either engine. If a takeoff
configuration warning occurs when the throttles are advanced for takeoff prior
to reaching 100 knots the takeoff will be rejected, unless the Captain determines
that continuing the takeoff is a safer course of action under the conditions.
If a takeoff is rejected, the cause of the warning activation must be corrected
prior to attempting another takeoff. If the takeoff is continued, the cause must
be determined and corrected or the flight should return to the airport of
departure, unless the Captain determines a safer course of action is required.
Reduced Thrust Takeoff
Reduced thrust takeoff using the Assumed Temperature method is the normal
procedure whenever performance limits and noise abatement procedures
permit. Reduced thrust takeoffs lower EGT, which will extend engine life.
If conditions are encountered during the takeoff where additional thrust is
desired, such as a temperature inversion, windshear, or engine failure, the crew
should not hesitate to advance thrust.
Load planning will relay the assumed temperature to the flight deck. This
temperature will be the most restrictive of the runway limit or climb limit
weight (line 7 of Accuload), with 4000 pounds added to allow for last minute
passengers and bags. The flight deck crew will enter the assumed temperature
into the Takeoff page of the FMC if necessary.
Reduced takeoff thrust is to be used by Continental Airlines on all takeoffs as
standard operating procedure.
Reduced thrust takeoff is not authorized under the following conditions:
• Any wheel brake inoperative.
• Thrust Management Computer and both Flight Management Computers
inoperative.
• Either engine in altn eec mode.
• Intersection takeoffs or using the shortened runway charts. (Reduced thrust
takeoffs are authorized for intersection and shortened runways if the
appropriate data is published by CAL Operations Engineering.)
• With improved climb data.
• When Vi has been increased to equal Vi(mcg)-
• Reported or suspected windshear.
• Snow, slush, standing water penalty applied, or ice on the runway.
• After application of de-ice/anti-ice fluids.
Note : Reduced thrust takeoff with a tailwind is authorized.
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Improved Climb Performance Takeoff
When not field length limited, an increased climb limit weight is achieved by
using the excess field length to accelerate to higher takeoff and climb speeds.
This improves the climb gradient, thereby raising the second segment weight
limit. VI, VR, and V2 are increased to maintain consistent performance
relationships.
Improved climb performance data takes into consideration tire and brake energy
limits.
Improved climb takeoff is not authorized under the following conditions:
• Any wheel brake inoperative.
• Intersection takeoff.
• With reduced thrust.
• Snow, slush, standing water penalty applied, or ice on the runway.
• With a tailwind.
Note : Improved climb takeoff on a wet runway is authorized.
Intersection Takeoff
The Runway Analysis Data section of the departure paperwork now routinely
includes intersection departure data. The intersections are denoted by the
runway and intersection identifier in the Takeoff Gross Weights (TGW) section
of your paperwork, i.e., 05 H* (Runway 5 at Intersection Hotel). The "*" in the
TGW section means there is a remark at the end of the Gross Weights section.
For an intersection takeoff the remark provides you with the Runway Remaining
Distance from that intersection. Runway Slope has been recalculated for each
runway/intersection combination.
Packs OFF Takeoff
If performance mandates a Packs OFF Takeoff be conducted on the B777, refer
to the ECL unannunciated checklist PACKS OFF TAKEOFF. If the ECL is not
available then refer to the Packs OFF Takeoff procedures in Section 2.0,
Unannunciated, Non-Normal procedures.
To facilitate the use of the ECL procedure, it is recommended that the non-
normal checklist be opened as soon as the crew receives ACCULOAD
notification that a Packs OFF Takeoff is required. This places the checklist in
the non-normal checklist queue and will allow the crew rapid access to the
checklist prior to initiation of the BEFORE TAKEOFF checklist.
777 Sec. 3 Page 85
Flight Manual Continental Rev. H/Ol/02 #9
TAKEOFF PROCEDURE
The Pilot Flying will have the TAKEOFF REF displayed on his/her CDU. The
PM will have the LEGS page displayed on his/her CDU. This allows for quick
access to data normally required during takeoff and departure. After takeoff, the
VNAV CLB page may be displayed to facilitate climb constraint modification.
However, climb constraint modification immediately after takeoff is normally
accomplished on the mode control panel, using Speed or Altitude intervention.
Thrust Management
Electronic Engine Controls (EEC) simplify thrust management procedures.
Having the EEC functioning does not relieve the pilots from monitoring the
engine parameters and verifying proper thrust is obtained.
Setting Takeoff Thrust
Flight director and autothrottle use are recommended for all takeoffs. A rolling
takeoff is recommended. It expedites takeoff and reduces risk of foreign object
damage. As the aircraft is aligned with the runway, the PF will smoothly
advance both throttles ensuring symmetrical engine acceleration. When the PF
is satisfied that engine acceleration is normal, he/she will engage autothrottles
by selecting to/ga, at approximately 55% Ni. Unrestricted advancement of the
throttles can cause asymmetric thrust with directional control problems,
especially on slippery runways. As the throttles reach the end of their forward
movement, the PF calls "CHECK POWER", and the PM ensures that the
throttles stabilize at takeoff Ni (referencing the Ni EICAS indication) and
replies "POWER SET % (referring to % Ni)." At this point, if the F/O is
the PF, the Captain will assume control of the throttles and retain control of the
throttles until Vi.
Check that thr ref appears on both FMA's, and throttles advance to take-off
Ni. Make any final adjustments to takeoff N ; by 80 knots. Do not readjust
thrust settings after 80 knots except to prevent exceeding engine limits.
Takeoff Roll
Keep the aircraft on the centerline with rudder pedal steering and rudder. The
rudder becomes effective between 40 and 60 knots. Use of the nose wheel
steering tiller during takeoff is not recommended.
Should an EEC fail or malfunction during takeoff, simply reduce power to
maintain engine limits. Do not turn off EEC during take-off.
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The Captain will guard and retain exclusive control of the throttles from the
time initial takeoff power is set until V b and will be prepared to perform the
rejected takeoff maneuver if required. When the First Officer is making the
takeoff, he/she will place both hands on the yoke after initially setting takeoff
power and the Captain has assumed control of the throttles.
Note : Any takeoff requiring a penalty for runway clutter will be executed by
the Captain.
The PM monitors EICAS for possible engine exceedance messages and verifies
A/T thr ref indication changes to hold. If the hold mode annunciation does
not appear, no crew action is required unless a subsequent system fault caused
unwanted thrust lever movement. Lack of the hold annunciation means the
protective feature may not be active, and autothrottle may be unexpectedly
engaged during a rejected takeoff. (Normal RTO procedures include
disengaging the A/T regardless of speed).
The hold mode remains engaged until the pitch mode transitions out of to/ga or
climb thrust (or maximum continuous, if applicable) is requested through the
clb/con switch on the Mode Control Panel (MCP).
If full thrust is desired while on the runway and hold mode is displayed, the
thrust levers must be manually advanced. After the aircraft is in the air, pushing
a to/ga switch advances the thrust to rated takeoff thrust and thr ref is
annunciated.
At 100 knots, the PM calls out "100 KNOTS."
The PM will call "Vi" at approximately 5 knots prior to the actual Vi speed
(depending upon acceleration rate) so as to complete the call by the time the
airspeed has reached the bug/tape indicator set on the actual Vi.
The PM will call "ROTATE" at Vr, and will then monitor the flight instruments
throughout the remainder of the takeoff procedure.
Takeoff with Aft Center-Of-Gravity (C.G.)
When taking off at lightweight and with an aft C.G., the combination of full
thrust, rapid thrust application, and sudden brake release may tend to pitch the
nose up, reducing nosewheel steering effectiveness. At lightweight and aft
C.G., use of reduced thrust and rolling takeoff technique is recommended
whenever possible.
777 Sec. 3 Page 87
Flight Manual Continental Rev. H/Ol/02 #9
Crosswind Takeoff
The crosswind takeoff characteristics are typical of most swept- wing transports.
The upwind wing will tend to rise as the takeoff roll begins. This may be
corrected by using aileron as required or by pre-setting a fixed amount of
aileron into the wind prior to takeoff roll. Maintain a slight forward pressure on
the control yoke until approaching rotation speed. In either case, large control
wheel oscillations and inputs should be avoided.
Another indication of a crosswind condition is the tendency of the aircraft to
weather vane into the wind, requiring rudder application for directional control.
As speed increases, the aileron deflection requirement will decrease. Continue
to maintain directional control with smooth rudder application. This will result
in a cross control condition that must be maintained through liftoff. During
rotation, hold the control wheel in a displaced position as required to keep the
wings level. When airborne, aileron and rudder cross control should be slowly
and smoothly relaxed.
Rotation and Liftoff
As the airspeed approaches Vi, the slight forward control column pressure is
relaxed to neutral, allowing for a smooth rotation to begin at V R . Takeoff and
initial climb performance depend on rotating at the correct airspeed and proper
rate, to the rotation target attitude. Early, rapid, or over-rotation may cause aft
fuselage contact with the runway. Late, slow, or under-rotation increases
takeoff ground roll. Any improper rotation decreases initial climb performance.
Aft fuselage contact occurs at a pitch attitude of 12 degrees with wheels on the
runway and landing gear struts extended.
For optimum takeoff and initial climb performance, initiate a smooth continuous
rotation at V R toward 15 degrees of pitch attitude. Rotate smoothly at an
average pitch rate of 2 degrees / second. A 10 degree body attitude will be
achieved in approximately 5 seconds.
Note : The flight director pitch command is not used for rotation.
An improper rotation can have an effect on the commanded speed after liftoff. If
the rotation is delayed, the speed commanded by the flight director will be liftoff
speed plus 15 knots limited to a maximum of V 2 + 25. An early liftoff does not
affect the commanded initial climb speed; however, either case will degrade
overall takeoff performance.
Sec. 3 Page 88 777
Rev. 11/01/02 #9 Continental Flight Manual
When a positive rate of climb has been verified on the IVSI and altimeter, either
pilot will call, "POSITIVE RATE." When a positive rate of climb is confirmed,
the PF will call "GEAR UP," stabilize airspeed at V 2 + 15 to 25 knots, and
transition to the F/D pitch command. Cross check indicated airspeed and other
flight instruments. If the flight director is not used indicated airspeed and
attitude become the primary pitch references.
7773029
777 TYPICAL TAKEOFF TAIL CLEARANCE
Aft Fuselage Contact During Takeoff (Tail Strike)
Tail strikes have resulted in major aircraft damage or unnecessary down time.
Airplanes at light takeoff gross weights are most vulnerable to tail strike
incidents. The rapid acceleration may catch pilots by surprise and unprepared
to perform a smooth, steady rotation. Rapid rotation to an initial target climb
speed will almost certainly result in a tail strike.
Avoid any tendency to rapidly rotate to a 10 degree pitch attitude and hold it
until lift-off. This technique invites a tail strike.
Aft fuselage contact will occur at a pitch attitude of 12 degrees on the Bill.
Caution : Do not pressurize an aircraft that has not been inspected for
structural damage after fuselage runway contact. Refer to the
TAIL STRIKE ON TAKEOFF Checklist in Non-Normal section. A
landing at the nearest suitable airport is recommended.
777 Sec. 3 Page 89
Flight Manual Continental Rev. H/Ol/02 #9
Noise Abatement
All Continental aircraft are expected to comply with FAR 36 Noise Abatement
Requirements. Every takeoff should adhere to the standard noise abatement
profile (ICAO A). A few airports will have procedures that allow the alternate
profile (ICAO B). Safety is of primary concern when following the noise
abatement profile. Pilot judgment may require adjustments due to adverse
winds, weather, or other flight conditions.
Obviously, engine failures or other mechanical problems may require
abandonment of noise abatement procedures.
Close In Turn After Takeoff
Normally, a turn after takeoff should not be started until reaching 400 feet AGL,
even if ATC requests a turn as soon as practical. However, a turn required for
obstructions, noise abatement, or adverse conditions may be started before
reaching 400 feet AFE but, no lower than 50 feet AFE. The maximum bank
angle after takeoff will be 15 degrees until reaching V 2 + 15. At an airspeed of
V 2 + 15 and above, bank angles of 25 degrees are allowable.
For a minimum radius turn, maintain V 2 + 15 to 25 knots with takeoff flaps.
After completion of the turn, and at or above flap retraction altitude, reduce
climb rate and retract flaps on the flap speed schedule.
Autopilot Engagement
The autopilot may be engaged any time above 1,000-ft. AGL. When the initial
climb is established, ensure the aircraft is trimmed to meet the F/D roll and
pitch commands; then select either the Captain or First Officer A/P switch. The
Pilot Flying normally engages the autopilot and announcecs the action.
Sec. 3 Page 90 777
Rev. 11/01/02 #9 Continental Flight Manual
Takeoff Pitch Modes
Normally, to/ga is engaged and vnav is armed for takeoff and engages at 400'
AFE. The use of vnav for takeoff, flap retraction and climb out is the preferred
method of managing the AFDS for takeoff. This provides the vnav profile and
acceleration schedule compatible with the planned departure and overspeed
protection for flaps.
flch is used if vnav is not available or not desired. Selection of flch will
automatically select Climb Thrust. If thrust reduction and flap retraction
altitude are the same (i.e., ICAO B), the PF calls "FLIGHT LEVEL CHANGE -
CHECK TOP BUG." The PM/PF verifies climb thrust, and adjusts the
command airspeed cursor to flaps up maneuvering speed. Flaps are retracted
on schedule.
If the thrust reduction altitude and flap retraction altitude are not the same (i.e.,
ICAO A), the PF calls "CLIMB POWER" at the thrust reduction altitude. The
PM/PF selects clb/con on the MCP and verifies climb thrust. At the flap
retraction altitude the PF calls "FLIGHT LEVEL CHANGE - CHECK TOP
BUG." The PM/PF adjusts the command airspeed cursor to flaps up
maneuvering speed and the flaps are retracted on schedule.
VNAV Engagement
With vnav engaged, the FMC commands AFDS pitch and A/T modes to fly the
vertical profile selected on the FMC. Therefore, the mode control panel IAS
display becomes blank, and the command airspeed bugs (cursors) are
positioned at the FMC commanded airspeed on the airspeed indicator tape. The
AFDS controls pitch to maintain FMC speed. With vnav engaged, pushing the
ias mach selector enables speed intervention. Speed intervention allows the
flight crew to change aircraft speed with the ias/mach selector.
The FMC will command a 250 knot climb speed once the flaps have been
retracted. Placing a speed restriction (with or without a corresponding altitude
restriction) into the FMS on the CLMB page can alter FMC initial climb speed.
This may be desirable when specific clearance, SID compliance, or special
noise abatement procedures are required. On some international flights, speeds
above 250 knots below 10,000' MSL are authorized. The FMC CLB page can
be edited to delete the 250 knot restriction.
To reinstate speed control through the MCP, select flch or use speed
intervention.
777 Sec. 3 Page 91
Flight Manual Continental Rev. H/Ol/02 #9
MANEUVERING
Flap Retraction Schedule
Maintain flaps up maneuvering speed until the noise abatement profile is
satisfied, until clear of obstacles or above any minimum crossing altitude. This
is normally achieved through the FMC speed altitude restriction entered on the
CLB page. It may also be accomplished using speed intervention or FLCH.
At flap retraction altitude, normally 3,000' above field elevation, adjust the
pitch attitude to maintain a slight climb. Accelerate and retract the flaps on
schedule.
With vnav engaged, acceleration is automatically commanded. Retract flaps on
schedule. Check that the thrust reference changes from to to clb on the EICAS
at the point selected on the TAKEOFF REF page.
If vnav is not used, select flch and set the selected speed bug to flaps up
maneuvering speed. Check that the thrust reference changes from to to clb on
the EICAS. If the thrust reference does not change automatically, set climb
thrust using the clb/con switch on the MCP.
Flap movement to the next position should be initiated when within 20 knots of
the maneuver speed for the next flap position. Accelerate to the next maneuver
speed while the flaps are retracting. Acceptable maneuver margin exists at
speeds 20 knots below the recommended maneuver speed for each flap position.
Flap retraction should be initiated at the maneuver speed on the speed tape. The
maneuver speed will provide adequate buffet margin for bank angles up to 40
degrees.
Takeoff
Flap
Select Flaps
AtV ref
Setting
Plus
5
20
20/15
1
40
Up
60
5
1
40
Up
60
Final Climb
V ref +80
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Rev. 11/01/02 #9 Continental Flight Manual
VNAV OPERATION - TAKEOFF
The VNAV takeoff phase is initiated at the completion of the prefiight phase
(all boxed prompts loaded on the PERF INIT page), and is active until the FMC
commands climb thrust as defined on TAKEOFF page 2/2.
During takeoff, the FMC records the barometric altitude on the runway as the
aircraft accelerates through 100 Kts. This altitude is used to:
• engage VNAV (400 ft),
• enable autothrottle activation (400 ft),
• command acceleration for engine out flap retraction (TAKEOFF page
2/2),
• command acceleration for normal flap retraction (TAKEOFF page
2/2), and
• set climb thrust (TAKEOFF page 2/2) .
FMA ANNUNCIATIONS
Verify VNAV engages at 400 ft above runway elevation (ARE) by observing
one of the following FMA AUTOTHROTTLE and PITCH mode annunciations
(3000 ft acceleration altitude):
thr ref and vnav spd - Normal when climbing to an altitude above
3000 ft ARE during takeoff.
spd and vnav alt - The MCP altitude has been captured prior
to the TAKEOFF page 2/2 altitude and
VNAV has commanded an acceleration.
spd and vnav pth - A CDU altitude has been captured prior to
the TAKEOFF page 2/2 altitude and
VNAV has commanded an acceleration.
Note : The vertical climb rate during takeoff and the altitude in the MCP
altitude window or the CDU altitude constraints determine when the
FMA Pitch mode of vnav alt or vnav pth annunciates, (i.e., Climbing
to an altitude at or below 3000 ft ARE at light weight and cool
temperature.)
777 Sec. 3 Page 93
Flight Manual Continental Rev. H/Ol/02 #9
TAKEOFF PROCEDURE CHART
STANDARD NOISE ABATEMENT PROFILE (ICAO A)
PHASE OF
FLIGHT
PILOT FLYING:
DUTIES/CALLOUTS
PILOT MONITORING:
DUTIES/CALLOUTS
A/T
FMA DISPLAY
ROLL PITCH
AFDS
NOTES
Cleared onto active
runway
(Captain)
• Call for "BEFORE TAKEOFF
CHECKLIST."
(First Officer)
• Complete Before Takeoff Flow
and Checklist.
TO/GA
TO/GA
FLT DIR
Autoflight mode displays are based on
normal procedures. Other displays are
possible if all autoflight features are not
used.
Cleared for takeoff
• Advance throttles toward 55 %
Ni allow to stabilize.
• Engage TO/GA switch.
• Call "CHECK POWER."
•
•
Observe THR REF
annunciation.
Crosscheck power setting and
adjust to desired T/O setting
prior to 80 knots.
Call "POWER SET %N,."
|THR REF|
TO/GA
TO/GA
FLT DIR
If in HOLD, set power manually.
Engage TO/GA by 50 knots or ATS cannot
be engaged until above400'.
VNAV
•
80 knots toVi
Captain Takeoff:
• Verify airspeed at 100 knots call.
First Officer Takeoff:
• Place both hands on control
yoke after initial power set.
• Verify airspeed at 100 knots call.
• Observe HOLD at 80 knots.
• Monitor Instruments and
Warning Lights.
• At 100 KIAS call "100
KNOTS."
First Officer Takeoff:
• Captain guards and retains
exclusive control of throttles
after initial power set.
|hold|
TO/GA
TO/GA
FLT DIR
LNAV
VNAV
V1 , Vr, Rotation and
Liftoff'
• Captain removes hand from
throttles at V,.
• Rotate at V R (2°/Sec. ) to target
pitch for V 2 + 15
• Call "POSITIVE RATE, GEAR
UP."
•
•
•
•
Call "V-,."
Call "ROTATE."
Call "POSITIVE RATE."
Retract Gear on Command.
HOLD
TO/GA
TO/GA
FLT DIR
Do not exceed normal rotation rate (2° /
Sec.) as tail contact with the runway is
possible.
Verify positive rate on both VSI &
Altimeter.
LNAV
VNAV
50' AGL
• LNAV engages.
•
Verify FMA annunciation.
HOLD
|LNAV|
TO/GA
FLT DIR
Turns are not normally initiated before 400'
AGL.
HDG SEL preferred if being vectored.
VNAV
400' AGL
• VNAV engages.
•
Verify VNAV engages.
THR REF
LNAV
I\/ma\/ QDnl
|VINrtV OrU|
FLT DIR
1 ,00U ACjL
• Engage autopilot and announce
•
Verify autopilot engagement.
THR REF
LNAV
VNAV SPD
|a/p|
(1,000' AGL)
1,500' AGL
• Monitor thrust change
•
Verify thrust change to CLB.
THR REF
LNAV
VNAV SPD
A/P
T/O changes to selected CLB mode, on
EICAS when altitude or flap setting are
reached as selected on T/O REF page
2/2.
3,000' AGL
• "Check Top Bug"
•
Verify Top Bug
THR REF
LNAV
VNAV SPD
a/p
Acceleration will occur at altitude selected
• Monitor acceleration and retract
•
Retract flaps as directed.
on T/O REF page 2/2.
flaps on schedule.
•
Conduct After Takeoff flow and
Retraction to the next flap setting should
• Call for After Takeoff Checklist.
Checklist.
be initiated at 20 knots below the
maneuvering speed for the lower flap
setting.
CDU updates below 10,000' should be
avoided if they decrease vigilance outside
for collision avoidance.
Sec. 3 Page 94
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Continental
111
Flight Manual
CLEARANCE
Cleared for takeoff, climb
and maintain 5,000 ft.
Normal Takeoff Profile ( Modified ICAO A) (LNAV & VNAV) Takeoff Thrust Thru Rotation
HOLD
TO/GA
TO/GA
LNAV
VNAV
THR REF
TO/GA
TO/GA
LNAV
VNAV
FLT DIR
FLT DIR
100 knots
80 Knots |
PM
AtV
R
Vi - 5 knots
PM
"Rotate"
• PF manually sets throttles to 55% N,
• PF pushes either TOGA switch
• PM verifies power setting and THR REF
on the FMA
Note : The F/O must keep hand on throttles
until takeoff power is set.
• PM verifies HOLD on the FMA
Note : Pushing a TO/GA switch after 80 Kts.
Disarms LNAV & VNAV.
• CAPTAIN Removes hands from
throttles at 5 Knots prior to Vi
' PF begins to rotate at
2° per second
777 Sec. 3 Page 95
Flight Manual Continental Rev. H/Ol/02 #9
Normal Takeoff Profile (Modified ICAO A) (LNAV & VNAV) Initial Climb (V 2 + 15 Knots) And Acceleration
THR REF LNAV
VNAV SPD
"Check Top Bug"
"Flaps Five"
"Flaps One"
"Flaps Up, After
Takeoff Checklist"
THR REF
LNAV
VNAV SPD
THR REF
LNAV
VNAV SPD
FLT DIR
Aircraft accelerates to 250 Knots
HOLD
LNAV
TO/GA
VNAV
FLT DIR
Climb power at 1,500 ft. ARE (International Airports)
I.OOfTAFE
3,000"are
• PM retracts the landing gear
'PM verifies LNAV & VNAV
Notes : 1 . Climb speed is V 2 + 15 to 25 Knots
2. Pushing a TO/GA switch removes takeoff thrust derates
and ATS THR REF mode will be on the FMA.
3. CAL thrust reduction is 1 ,000 ft. Above Runway Elevation (ARE) for engine life.
' PF engages Autopilot (Minimum 1 ,000 AFE)
' PM verifies Autopilot engagement
• PM verifies climb power (1 ,000 ft. ARE Domestic Airports)
• PM retracts the flaps and completes
the After Takeoff Checklist
* PF calls "Check Top Bug" when the
FMC commanded airspeed changes
onthePFD
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Sec. 3 Page 97
Rev. 11/01/02 #9
TAKEOFF PROCEDURE CHART
ALTERNATE NOISE ABATEMENT PROFILE (ICAO B)
PHASE OF
FLIGHT
PILOT FLYING:
DUTIES/CALLOUTS
PILOT MONITORING:
DUTIES/CALLOUTS
A/T
FMA DISPLAY
ROLL PITCH
AFDS
NOTES
Cleared onto active
runway
(Captain)
• Call for "BEFORE TAKEOFF
CHECKLIST."
(First Officer)
• Complete Before Takeoff
flow and Checklist.
TO/GA TO/GA FLT DIR
TO/GA
TO/GA
Autoflight mode displays are based on
normal procedures. If LNAV is not used
call for appropriate mode at 400'.
Cleared for takeoff
Advance throttles toward 55% Ni and
allow to stabilize.
Engage TO/GA and verify thrust
advances to reference.
Call "CHECK POWER."
Observe THR REF
annunciation
Crosscheck power setting
and adjust to desired T/O
setting prior to 80 knots.
Call "POWER SET %"
If in HOLD, set power manually.
Engage TO/GA by 50 knots or ATS
cannot be engaged until above 400'.
80 knots toVi
Captain Takeoff:
• Verify airspeed at 100 knots call.
First Officer Takeoff:
• Place both hands on control yoke
after initial power set.
• Verify airspeed at 100 knots call.
• Observe HOLD at 80 knots.
• Monitor Instruments and
Warning Lights.
• At 100 KIAS call "100
KNOTS."
First Officer Takeoff:
• Captain guards and retains
exclusive control of throttles
after initial power set.
HOLD
TO/GA TO/GA
FLTDIR
V-i , V R , Rotation
and Liftoff
Captain removes hand from throttles
atV-,.
Rotate at V R (2 °l Sec.) to target pitch
forV 2 +15.
Call "POSITIVE RATE "GEAR UP."
Call "V-,."
Call "ROTATE."
Call "POSITIVE RATE."
Retract Gear on Command.
HOLD TO/GA TO/GA FLTDIR
Do not exceed normal rotation rate (2 /
Sec.) as tail contact with the runway is
possible.
Verify positive rate on both Vsi &
Altimeter.
50' AGL
LNAV engages.
Verify FMA annunciation.
HOLD |LNAV| TO/GA FLTDIR
Turns are not normally initiated before
400' AGL.
HDG SEL preferred if being vectored.
400' AGL
VNAV engages.
Verify VNAV annunciation.
THR REF LNAV |VNAV SPD| FLTDIR
1,000' AGL
"Check Top Bug"
Engage autopilot and announce
Retract flaps on schedule.
Call for After Takeoff Checklist
Verify Top Bug
Verify autopilot engagement.
Retract flaps as directed.
Complete After Takeoff flow
and Checklist.
THR REF
LNAV VNAVSPD
T/O changes to selected CLB mode, on
EICAS when altitude or flap setting are
reached as selected on T/O REF page
2/2.
Retraction to the next flap setting
should be initiated at 20 knots below
the maneuvering speed for the lower
flap setting.
3,000' AGL
Monitor acceleration profile
Update LNAV waypoints as
required.
THR REF LNAV VNAVSPD A/P
CDU updates below 10,000' should be
avoided if they decrease vigilance
outside for collision avoidance.
Ensure PF awareness of any FMC
changes.
Sec. 3 Page 98
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Continental
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Flight Manual
Alternate Takeoff Profile (Modified ICAO B) (LNAV & VNAV) Takeoff Thrust Thru Rotation
CLEAMNCf
Cleared for takeoff, climb
and maintain 5,000 ft.
HOLD
TO/GA
TO/GA
LNAV
VNAV
THR REF
TO/GA
TO/GA
LNAV
VNAV
FLT DIR
FLT DIR
At V F
80 Knots
100 knots
t
V 1 - 5 knots
PM
PM
"Rotate"
• PF manually sets throttles to 55% N
• PF pushes either TOGA switch
• PM verifies power setting and THR REF
on the FMA
• PM verifies HOLD on the FMA
Note : Pushing a TO/GA switch after 80 Kts.
Disarms LNAV & VNAV.
' CAPTAIN Removes hands from
throttles at 5 Knots prior to V,
1 PF begins to rotate at
2° per second
Note: The F/O must keep hand on throttles until takeoff power is set.
777 Sec. 3 Page 99
Flight Manual Continental Rev. H/Ol/02 #9
Alternate Takeoff Profile (Modified ICAO B) (LNAV & VNAV) Initial Climb (V 2 + 15 Knots) And Acceleration
THR REF LNAV VNAV SPD
• "Check Top Bug"
• "Flaps Five"
• "Flaps One"
• "Flaps Up, After
Takeoff Checklist"
THR REF
LNAV
VNAV SPD
A/P
THR REF LNAV VNAV SPD
FLT DIR
HOLD
LNAV
TO/GA
VNAV
FLT DIR
Aircraft accelerates to 250 Knots.
1,000'afe
• PM retracts the landing gear
Notes :
PM verifies LNAV & VNAV
1 . Climb speed is V 2 + 1 5 to 25 Knots
2. Pushing a TO/GA switch removes takeoff thrust derates
and ATS THR REF mode will be on the FMA.
3. CAL thrust reduction is 1 ,000 ft.
Above Runway Elevation (ARE) for engine life.
' PF engages Autopilot (Minimum 1 ,000 AFE)
' PM verifies Autopilot engagement
' PF/PM verifies climb power (1 ,000 ARE)
' PM retracts the flaps and completes
the After Takeoff Checklist
: PF calls "Check Top Bug" when the
FMC commanded airspeed changes
onthePFD
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777 Sec. 3 Page 101
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Rev. 11/01/02 #9 Continental Flight Manual
AFTER TAKEOFF FLOW
PM
1. APU
OFF
2. Engine Anti-ice
AUTO
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Sec. 3 Page 103
Rev. 11/01/02 #9
AFTER TAKEOFF
The Pilot Flying should call for the AFTER TAKEOFF Checklist in conjunction
with the flaps up call. The Pilot Monitoring will ensure the procedures have
been accomplished then complete the checklist. Do not allow the reading of the
checklist to interfere with outside vigilance while departing the terminal area.
PM Challenge AFTER TAKEOFF PM Respond
Gear UP
Flaps UP
PM Challenge PM Respond
Gear UP
UP (white) all landing gear are up and locked (indication blanks after 10
seconds).
Flaps UP
UP (white) the slats and flaps are retracted (indication blanks after 10
seconds).
APU (Flow) OFF
Turn off the APU if it is no longer needed.
Engine Anti-Ice (Flow) AUTO
Select eai switches to auto if they were turned to the on position during
taxi and takeoff.
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Sec. 3 Page 105
Rev. 11/01/02 #9
CLIMB
Thrust Management
Once climb thrust is set, the EEC automatically compensates for the various
changes in environmental conditions during the climb and maintains climb
thrust. With the EEC's in the alternate mode, thrust should be manually
adjusted, as necessary, to ensure that the selected climb thrust is maintained.
The use of reduced climb thrust will result in an increase in the climb distance.
This distance is dependent upon performance variables and the extent to which a
thrust reduction is used.
Reduced Thrust for Climb
Engine maintenance benefits may be realized by operating the engines at less
than full climb rated thrust.
Two climb derate options are offered in the Flight Management Computer
(FMC).
• CLB 1 uses a constant 10% derate of maximum climb thrust to 10,000'
then increases thrust linearly to maximum climb thrust at 12,000 feet.
• CLB 2 uses a constant 20% derate of maximum climb thrust to 10,000'
then increases thrust linearly to maximum climb thrust at 12,000 feet.
The gradually reduced derate method increases climb thrust to maximum rating
as the aircraft climbs.
Use of an assumed temperature reduced thrust takeoff will affect automatic
selection of climb derate. For a takeoff thrust reduction or derate of up to 5%,
maximum climb thrust is automatically selected by the FMC.
On the ground the pilot may override the automatic derate selection after the
takeoff selection has been completed. The automatic selection of CLB1 or
CLB2 results in no throttle advance during the transition from takeoff to climb
mode, and good rate of climb performance.
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Climb Constraints
Climb constraints may be automatically entered in the route when selecting a
departure procedure, or manually entered through CDU entry. When the
aircraft levels off at a MCP altitude, that altitude is treated as a climb constraint
by the FMS.
When initiating a climb with multiple climb altitude constraints the highest
cleared altitude will be set in the MCP altitude window.
Each push of the MCP altitude selector knob deletes the next waypoint altitude
constraints between the airplane altitude and the altitude window. CLIMB DIR
will delete all altitude constraints from the LEGS page up to the altitude set in
the MCP altitude window.
When relieved of constraints by ATC, use the CLIMB DIRECT function or the
MCP altitude knob to clear constraints from the FMC. Use of MCP altitude
intervention is recommended in congested areas, or during times of high
workload.
Caution : If a VNAV mode is not engaged during the climb, or disengages,
all hard altitude constraints must be set in the MCP altitude
window.
Low Altitude Level Off
Occasionally a low altitude climb restriction is required after takeoff. This
altitude restriction should be put in the MCP altitude window. When the aircraft
approaches this altitude, the mode annunciation changes to alt, vnav alt, or
vnav pth and the aircraft levels off. The autothrottle spd mode engages and
controls to the bug speed.
Normal Climb Speed
Maintain V REF 30+ 80 knots until clear of obstacles or above minimum crossing
altitudes. If there are no altitude or airspeed restrictions, accelerate to the
desired climb speed schedule. The sooner the aircraft can be accelerated to the
climb speed schedule, the better the overall flight efficiency from a fuel
conservation and enroute flight time standpoint.
Enroute climb speed is automatically computed by the FMC and displayed on
the CLB and PROGRESS 1/2 pages, as well as by the command speed bug on
the PFD when VNAV is engaged. Below the speed transition altitude the FMC
will target the transition speed limit stored in the Navigation Data Base for the
departure airport (250 knots in the USA).
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The FMC increases this speed to a minimum of flaps up speed, if necessary, to
ensure that full maneuvering capability is available following flap retraction.
The FMC will also apply waypoint-related speed restrictions entered on the
LEGS pages, and altitude-related speed restrictions entered on the CLMB page.
The FMC provides optimum climb speed modes for economy (ECON)
operation and engine-out (ENG OUT) operation. These optimum speeds can
be overwritten by IAS, IAS/Mach, or Mach values before or during the climb.
Reference speeds are also provided for maximum angle climb (MAX ANGLE)
operation.
The ECON climb speed is a constant speed/Mach schedule optimized to obtain
the minimum aircraft operating cost per mile, and is based upon the entered cost
index. The constant Mach value is set equal to the economy cruise Mach
calculated for the cruise altitude entered in the FMC.
For very low cruise altitudes, the economy climb speed is increased above
normal values to match the economy cruise speed at the entered cruise altitude.
For ECON climb, the speed is a function of gross weight (predicted weight at
top of climb), predicted top of climb wind, predicted top of climb temperature
deviation from ISA, and cost index.
In the event FMS-computed climb speeds are not available, use the speeds on
the flight plan.
Maximum Angle of Climb
Maximum angle climb speed is normally used for obstacle clearance, minimum
crossing altitude, or to reach a specified altitude in a minimum distance. It
varies with gross weight and is referenced to Vref 30. For practical purposes
flaps up maneuvering speed (V RE f30 + 80) or .80 Mach can be used for all
gross weights. Select max angle on CLB page.
Maximum Rate of Climb
Maximum rate climb provides both high climb rates and minimum time to
cruise altitude. Use 300 knots until reaching .84 Mach. Engine Inoperative
Climb can approximate it.
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Normal Economy Climb
The normal economy climb speed schedule minimizes trip cost. It varies with
gross weight and is influenced by cost index. The FMC generates a variable
speed schedule as a function of cost index and weight.
Economy climb speed exceeds 250 knots for all gross weights. FMC climb
speed below 10,000' is limited to 250 knots or Vref 30 + 80 knots, whichever
is greater.
If ATC permits the use of a higher speed below 10,000', the use of ECON
speed may provide additional cost savings. The speeds in the following table
may be used when performance data is not available from the flight management
computer.
Climb Speeds
Altitude
Speed
Sea Level to 10,000'
250 knots /VREF 30 + 80
Above 10,000'
310 knots /.84 Mach
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VNAV OPERATION - CLIMB
The VNAV climb phase is initiated when reaching the thrust reduction altitude
entered on TAKEOFF page 2/2, and continues until reaching the entered cruise
altitude at the top of climb (TIC) point.
The VNAV CLB page provides access to the parameters defining the climb
phase, and is used to evaluate, monitor and modify the climb path. It also
provides engine out performance data. The VNAV CLB page is the default
VNAV page displayed when the vnav function key is selected prior to reaching
T/C (VNAV operating in climb phase).
INITIAL CLIMB
Verify that thrust reduction occurs at the FMC generated altitude of 1000 ft
ARE (1500 ft for international airports), by observing throttle movement,
engine sound, and the proper EICAS indication of clb, clb 1, or clb 2.
Verify VNAV commands an acceleration (limited by flap/slats or gear
configuration) at the FMC generated altitude of 3000 ft ARE for a modified
ICAO A (1000 ft for modified ICAO B), by observing that FMC airspeed has
changed from the speed at VNAV engagement to one of the following:
190 kts for 20° flap takeoff (flap limit speed is 1 95 kts)
2 1 0 kts for 1 5 ° flap takeoff (flap limit speed is 2 1 5 kts)
230 kts for 5° flap takeoff (flap limit speed is 235 kts)
CAUTION : Never allow the current airspeed pointer to be in the red and black
maximum airspeed indications on the PFD airspeed tape.
Note : VNAV also commands an acceleration (limited by flap/slats or gear
configuration) when the MCP or CDU altitude is captured prior to the
acceleration altitude entered on TAKEOFF page 2/2.
The PF calls for the next flap retraction schedule when the green flap
maneuvering speed number on the airspeed tape is at or below the pointer on
the current airspeed window. If the flaps are not positioned to the next flap
setting the aircraft accelerates to a speed 5 kts below the current flap limit speed
until an altitude is captured (autothrottles control speed), or the flap handle is
moved to the next lower flap setting.
When the flaps/slats are retracted VNAV commands an acceleration to the
VNAV climb speed of:
250 kts, or
the speed transition associated with the origin airport, or
the speed entered on the VNAV CLB page SPD RESTR line.
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After the gear and flaps are retracted and all speed transitions or speed/altitude
restrictions are met, the CLB page title becomes ACT 250KT CLB. At the
speed transition altitude the CLB page title changes to ACT ECON CLB (or the
pilot selected climb mode of ACT XXXKT CLB).
For VNAV to operate successfully, it must be understood that when the ATC
departure clearance has a SID with altitude/speed constraints the PF must set
the highest altitude for the SID in the MCP altitude window. This allows
VNAV to fly the CDU altitude profile that matches the SID climb profile. (The
exception being an ATC altitude constraint below the highest altitude.)
FMA ANNUNCIATIONS
The FMA AUTOTHROTTLE and PITCH mode annunciations during the
VNAV climb phase are:
thr ref and vnav spd - Normal climb mode until reaching an
altitude constraint on the ACT RTE X
LEGS page, MCP altitude, or cruise
altitude.
spd and vnav alt - When reaching an MCP altitude that is not
the cruise altitude or an altitude constraint
on the ACT RTE X LEGS page.
spd and vnav pth - When reaching the cruise altitude or an
altitude constraint on the ACT RTE X
LEGS page. (The MCP altitude may or
may not be the same altitude.)
SPEED AND ALTITUDE RESTRICTIONS
ATC speed restrictions without an altitude constraint should be made using the
MCP speed selector knob (VNAV speed intervention). When the restriction is
removed, push the MCP speed selector knob to resume normal FMC speed
control.
ATC speed restrictions with an altitude constraint should be accomplished using
the VNAV CLB page SPD RESTR line. If the restriction is removed delete the
SPD RESTR line and resume normal FMC speed control.
When given approval for a high speed climb below 10,000 ft, delete the SPD
TRANS line on the VNAV CLB page.
The FMA annunciation vnav alt indicates that the altitude set in the MCP
window has been captured and is different from the FMC altitude. To resume
the climb, set the new altitude in the MCP altitude window and push the MCP
altitude knob.
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WAYPOINT / FIX ALTITUDE CONSTRAINTS
The VNAV pitch mode annunciated on the FMA during climb is normally vnav
spd; however, when VNAV complies with an FMC waypoint or fix altitude
constraint vnav pth is the pitch mode.
If VNAV is unable to comply with waypoint altitude constraints, the FMC
message unable next altitude is displayed in the CDU scratch pad. Changing
to a slower speed profile is required to comply with the constraint.
With the MCP altitude set above the altitude constraint, waypoint or fix altitude
constraints may be deleted as follows:
• Each push of the MCP altitude knob (altitude intervention) deletes one
altitude constraint, up to but not including the MCP altitude, or
• Pushing CLB DIR at 6R on the VNAV CLB page deletes all altitude
constraints up to but not including the MCP altitude.
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Climbs with Vertical Navigation (VNAV SPD)
CLEARANCE
SPD
LNAV
VNAV PTH
A/P
Climb and maintain FL 290
SPD
LNAV
VNAV PTH
CLEARANCE
Climb and maintain 7,000 ft.
SPD
LNAV
VNAV ALT
A/P
SPD
LNAV
VNAV ALT
A/P
THR REF
LNAV
VNAV SPD
A/P
SPD
LNAV
VNAV ALT
A/P
5,000 ft.
A/P
THR REF
LNAV
VNAV SPD
A/P
FL290
10,000 ft. aircraft accelerates to the enroute climb speed
7,000 ft.
• PF selects 29000 in the MCP Altitude window
• BOTH PILOTS verify (visually & verbally) 29000 is set in the altitude window
• PF pushes the Altitude Selector Knob on the MCP
• BOTH PILOTS verify the FMA change and that the aircraft begins a climb
• PF selects 7000 in the MCP Altitude window (FL 290 is the cruise Altitude in the FMC)
• BOTH PILOTS verify (visually & verbally) 7000 is set in the altitude window
• PF pushes the Altitude Selector Knob on the MCP
• BOTH PILOTS verify the FMA change and that the aircraft begins a climb
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CRUISE
Altitude Selection
The altitude selection for cruise should normally be as close to optimum as
possible. Optimum altitude is the altitude that gives the best fuel mileage for a
given trip length, cost index, and gross weight. It provides at least 1.25g or
better buffet margin. As deviation from optimum cruise altitude increases,
computed best economy speeds for the existing conditions are slower. For LRC
and selected speed modes, fuel mileage is optimized. For short range flights,
the optimum altitude accounts for optimum cruise time requirements.
If altitude changes enroute are difficult to obtain, some thought should be given
to selecting an initial cruise altitude based on maximum thrust limits. Selecting
a cruise thrust limited altitude is dependent upon the cruise level temperature.
Some loss of buffet margin can be expected above optimum altitude; however,
2,000' above optimum altitude will normally allow approximately 45° bank
prior to buffet onset. The higher the aircraft flies above optimum altitude, the
more buffet margin is reduced. Before accepting an altitude above optimum,
determine that it is, and will continue to be, acceptable as the flight progresses
under projected conditions of temperature and turbulence. Do not operate at
buffet margins less than 1.25g or 3,000 to 4,000' above optimum altitude for
normal flight.
Step Climb
Step altitudes can be planned as step ups or step downs at waypoints or they can
be optimum step points calculated by the FMC. Optimum step points are a
function of the route, flight conditions, speed mode, present aircraft altitude,
STEP TO altitude (or adjacent STEP TO altitudes) and the gross weight.
However, the step climb point does not consider wind at the STEP TO altitude
in the calculation.
The FMC computed step point provides for minimum trip cost for the flight,
including allowances for the climb fuel. As close as practicable to the step
climb point, initiate a cruise climb to the new altitude. If no step climbs are
made, it is important to enter zero for the step size so that the performance
calculations computes the most fuel efficient solution and makes accurate fuel
predictions. Otherwise, the performance calculation assumes the computed
optimum steps are made, possibly resulting in non-conservative predictions of
fuel at destination.
Note : CAL flight plans use a maximum altitude based on the lessor of:
1.
1.3g buffet protection 25° bank angle with a 15° overshoot.
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2. 300 FPM climb at maximum cruise thrust, which equates to a
sustained 21° bank angel turn.
Maximum Altitude
Maximum altitude is the highest altitude to which the aircraft will be flown. The
FMC planned climb speed and selected cruise speed will not be affected by the
speed envelope. The predicted maximum altitude is the lowest of:
• Maximum certified altitude.
• Altitude at which sufficient thrust is available to provide a specific rate of
climb (normally 100 fpm).
• Altitude at which a specific minimum maneuver margin exists prior to
buffet onset (normally 0.3g for CAA/JAA operation).
This does not guarantee the capability to operate at that altitude. Although each
of these limits are checked by the FMC, thrust limitations may limit the ability to
accomplish anything other than relatively minor maneuvering. At, or near the
FMC maximum altitude, it is possible for LNAV inputs to exceed the
capability of the aircraft. This could result in loss of altitude or airspeed.
Fuel predictions may be inaccurate at or above the maximum altitude and are
not displayed on the CDU. Fuel burn-off at or above maximum altitude will
increase significantly. Flight at this altitude should not be attempted.
Navigation
Fix-to-Fix direct navigation should be requested and utilized whenever possible.
This, combined with the use of FMC ECON CRUISE, will result in the most
economical cruise profile. Substantial deviations from flight planned altitudes
and/or airspeeds due to weather or ATC, etc., should be analyzed with a
combination of computer information, conventional fuel planning, buffet
boundaries, etc.
Ideally, an END OF DESCENT POINT within the terminal area of the
destination airport, including speed and altitude, should be inserted while at
cruise. All expected descent profile information should be programmed at
cruise altitude so as to minimize low altitude programming.
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Cruise Speed Determination
Cruise speed is automatically computed by the FMC and displayed on the CRZ
and PROGRESS 1/2 pages. It is also displayed by the command speed bug on
the PFD when VNAV is engaged. The default cruise speed mode is economy
(ECON) cruise. The pilot can also select long range cruise (LRC), engine out
(E/O) modes, or overwrite fixed Mach or CAS values on the CRZ page target
speed line.
ECON cruise is a variable speed schedule that is a function of gross weight,
cruise altitude, cost index, and wind component. It provides the lowest cost
cruise operation, but may not be appropriate for use where a fixed Mach
number is required (i.e. NAT tracks). Continental uses either a fixed Mach
schedule or LRC for flight plans. The use of ECON cruise may give results that
differ from computer flight plans. However, Continental has chosen a cost
index of 180 which approximates LRC. Entry of zero for cost index results in
maximum range cruise. Cost index entries up to 9999 are allowed. However,
thrust limits or maximum speed limits will generally be encountered with cost
index entries of 5000 or more. If the cruise speed calculated is near the
maximum speed limit, transient wind conditions may cause exceedances of the
limit. In this case, use speed intervention as necessary to decrease airspeed to
prevent exceedances.
Headwinds will increase the ECON CRZ speed. Tailwinds will decrease
ECON CRZ speed, but not below the zero wind maximum range cruise
airspeed.
LRC is a variable speed schedule providing fuel mileage one percent less than
the maximum available. No wind corrections are applied to LRC. The ENG
OUT cruise speed produces an LRC schedule for engine out operation.
Required Time of Arrival (RTA) speed is generated to meet a time required at
an RTA specified waypoint on the FMC LEGS page.
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Cruise Performance Economy
The dispatch computed fuel burn from departure to destination is based on
certain assumed conditions, i.e., takeoff gross weight, cruise altitude, route of
flight, temperature, wind enroute, and cruise speed. The planned fuel burn can
increase due to:
• Temperature above planned
• A lower cruise altitude than planned
• More than 2,000 feet above optimum altitude
• Speed faster than planned, or appreciably slower than long-range cruise if
planned for long-range cruise
• Stronger headwind component
• Unbalanced fuel
• Improperly trimmed aircraft
• Excessive thrust lever adjustments
Cruise fuel penalties include:
• ISA + 10°C: 1% increase in trip fuel
• 2,000 feet above optimum altitude, 1 to 2% increase in trip fuel
• 4,000 feet below optimum altitude, 4 to 5% increase in trip fuel
• 8,000 feet below optimum altitude, 12 to 14% increase in trip fuel
• Cruise speed M.01 above schedule, 1 to 2% increase in trip fuel
Fuel Management
When established in cruise, the crew should verify that the fuel remaining on
board meets or exceeds all requirements for a safe completion of the flight. This
can be done via FMC forecast of fuel on board at destination compared to flight
plan fuel estimates. Fuel verification should occur periodically throughout the
flight.
Note : To ensure accurate forecast fuel at destination, all significant winds
aloft information should be entered on the RTE DATA page.
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Center Tank Fuel
During taxi, takeoff, climb and cruise all fuel pumps should be on and both
crossfeeds closed. In this configuration, both engines are being pressure fed
from the center tank. As the center tank quantity decreases to near empty the
fuel low center EICAS advisory message is displayed. Push center fuel
pump switches off. The engines will now be pressure fed from the left and right
main tanks.
Fuel For Enroute Climb
The additional fuel required for a 4,000 foot enroute climb is approximately 500
to 1,000 pounds (depending on the gross weight). This additional fuel is offset
by the savings in the additional descent. It is usually beneficial to climb to a
higher altitude if recommended by the FMC or the flight plan, provided the wind
information used is reliable.
Fuel Temperature
Extended operations at high cruise altitudes tends to lower fuel temperature.
Fuel temperature will tend to change toward total air temperature. In some
cases the fuel temperature may approach the fuel freeze temperature.
Fuel freeze should not be confused with fuel ice caused by frozen water
particles. Fuel freeze is caused by the formation of wax crystals suspended in
the fuel, which can accumulate below the freeze point. Fuel tank temperature
should be maintained at least 3°C above the freezing point of the fuel being used
(see Section 1 LIMITATIONS).
Maintaining a minimum fuel temperature should not be a concern unless the fuel
temperature lowers to within a few degrees of that limit. The rate of cooling of
the fuel is approximately 3°C/hour, with a maximum of 12°C/hour possible
under the most extreme cold-day conditions.
Fuel temperature will tend to change toward total air temperature. If the total
air temperature is lower, it may be increased to raise the fuel temperature.
Total air temperature can be raised by:
• Deviating to a warmer air mass
• Increasing Mach number
It may take up to an hour to stabilize the fuel temperature. In most cases, the
required descent would be within 3,000 to 5,000' below optimum altitude. In
the more severe cases, a descent to altitudes of 25,000' to 30,000' might be
required. An increase of .01 Mach will result in an increase of 0.5°C to 0.7°C
total air temperature.
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High Altitude / High Speed Flight Characteristics
The aircraft exhibits excellent stability throughout the high altitude/Mach range.
Mach buffet is not normally encountered at high Mach cruise, even at M M0 .
The aircraft does not have a Mach tuck tendency.
As speed nears M M0 , drag increases rapidly. Consequently at high weights,
sufficient thrust is not available to accelerate to M M0 in level flight at high
cruising altitudes.
During turbulent flight conditions, it is possible to experience high altitude g
buffet at speeds less than M M0 . The controls are fully effective at all times.
Trim Technique
If an out-of-trim condition is suspected, check engine parameters for indication
of unequal thrust. Trimming the aircraft to counteract this condition results in
further increase in drag with its resultant loss of fuel mileage. Set and maintain
a balanced thrust condition. Zero the aileron and rudder trim. Do not
disconnect the autopilot to trim the aircraft.
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VNAV OPERATION - CRUISE
VNAV transitions to the cruise phase when reaching the top of climb (T/C)
point, defined by the cruise altitude entered in the FMC during prefiight, and
continues until reaching the top of descent (T/D) point.
The VNAV CRZ page provides access to the parameters defining the cruise
phase; and is used to evaluate, monitor, and modify the cruise altitude, speed,
and step climb. It also displays time and distance to T/D point (also on PROG
page 1/3), and provides access to engine out performance data. The VNAV
CRZ page is the default VNAV page displayed when the VNAV function key is
selected prior to reaching T/D (VNAV operating in cruise phase).
FMA ANNUNCIATIONS
The FMA AUTOTHROTTLE and PITCH mode annunciation during the
VNAV cruise phase is:
spd and vnav pth
CHANGING CRUISE ALTITUDE
If ATC assigns or the pilot requests a final altitude that is below the initial
cruise altitude, this new altitude should be entered on the CRZ ALT line of the
VNAV ACT 250KT / ECON CLB page. This permits VNAV to transition to
the Cruise phase of flight when the aircraft reaches this altitude. The initially
entered cruise altitude must be attained or changed, or the FMC does not
transition to the Cruise phase.
Note : When the FMA pitch mode is vnav alt (aircraft level at an altitude
lower than FMC cruise altitude), and the pilot lowers the cruise
altitude on the VNAV ACT 250KT / ECON CLB page, the MCP
altitude knob must be pushed to change the FMA pitch mode to vnav
PTH.
If the new altitude is above the initial cruise altitude, all that is required is to set
this altitude in the MCP altitude window and press the MCP altitude knob
(altitude intervention). The cruise altitude in the FMC is automatically updated
to the new altitude.
Once the cruise altitude is attained (vnav pth), MCP altitude intervention higher
or lower automatically updates the FMC cruise altitude (cruise climb and cruise
descent). This allows the crew to raise or lower the current altitude without
using the CDU, and without confirmation by having to use the exec key.
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STEP CLIMBS
If the Continental flight plan does not show more than one altitude on the climb
profile, or if the flight planned / optimum step climbs are not made, the ICAO
STEP SIZE should be zeroed out on the PERF INIT page (ground only) or the
VNAV CRZ page in flight. The FMC performance predictions assume the pilot
has initiated all planned or optimum step climbs.
Continental flight plans use a cost index number (entered in the cost index
prompts on the PERF INIT page during preflight) that closely matches LRC.
The step climb profile on the flight plan is accomplished at flight plan fixes /
waypoints or distance and time from these fixes / waypoints. The cost index
used for the FMC ICAO generated step climb calculations only considers crew,
maintenance, and fuel costs.
If the actual aircraft weight (ACCULOAD) is close to the flight planned aircraft
weight the pilot should use planned step climbs (normally preferred method).
This allows the pilot to specify step altitudes at a flight plan fix / waypoint. A
planned step climb is made on the ACT RTE LEGS page by entering the step
altitude followed by "S" (390S) adjacent to the desired step point. When using
the flight plan step climbs the ICAO STEP SIZE should be zeroed out.
Optimum step climbs use FMC computed altitude step points based on the
entered step size. The ICAO standard is 4000 ft. To compare the FMC step
point to the flight plan step point, the pilot may change the ICAO STEP SIZE to
a step altitude that more closely matches the flight plan step altitudes. Step
sizes are entered as a 4 digit multiple of 1000 ft, up to a maximum of 9000 ft.
The FMC computed altitude step point, displayed as s/c on the ND, is the
position along the route at which the VNAV cruise climb should begin. No step
climbs are predicted within 200 nm of T/D.
To execute a step climb, set the step altitude in the MCP altitude window and
press the altitude selector knob. (This automatically resets the CRZ ALT on the
VNAV CRZ page). The FMC enters a VNAV cruise climb (ACT CRZ CLB)
to the step altitude. No step climbs are accomplished without pilot action .
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DESCENT
A good descent profile takes into consideration many variables and can account
for significant fuel savings.
Maintaining the desired descent profile and utilizing the ND map mode to
maintain awareness of position will ensure a more efficient operation. The crew
should be aware of the destination weather and traffic situation and consider the
requirements of a potential diversion. A review of the airport approach charts
and pages, and a briefing for the approach and landing will be conducted.
Complete this approach briefing as soon as practical, preferably before arriving
at top of descent so the crew may give full attention to aircraft control.
The VNAV PATH descent should be used whenever possible. Early descents,
should be initiated using Altitude Intervention on the MCP. This will result in a
Cruise descent if initiated beyond 50 miles from T/D and a DES NOW descent
if initiated within 50 miles of the T/D. Flight deck workload increases as the
aircraft descends into the terminal area. Distractions must be minimized,
administrative and nonessential duties completed before descent or postponed
until after landing. The earlier that essential duties can be performed, the more
time will be available for the more critical approach and landing phases. Below
10,000' MSL, limit programming of the FMC to minimize pilot head-down
time.
Traffic considerations and speed control at specific airports frequently prevent
execution of an ideal descent at best economy speeds. In these cases, the pilot
should adjust his/her descent point so that an idle power descent is
accomplished.
Enroute Descent (VNAV)
The normal FMC descent speed schedule consists of a descent from cruise
altitude to the speed transition altitude, followed by a descent at ten knots less
than the transition speed stored in the navigation data base for the arrival
airport. The speed schedule is adjusted to accommodate waypoint
speed/altitude constraints entered on LEGS pages. If desired, the descent speed
schedule can be overwritten by Mach, Mach/IAS, or IAS values on the DES
page target speed line. If the FMC information is not available, use Mach
.84/3 10 knots for best average fuel economy descent.
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Descent Path
An FMC path descent provides the most economical descent method. It is
necessary to enter at least one waypoint-related altitude constraint below cruise
altitude on a LEGS page to generate a descent guidance path. The path will be
built from the lowest constraint upward, assuming minimum idle thrust, or
approach idle below the anti-ice altitude entered on the DES FORECAST page.
The path will be based on the descent speed schedule, and will accommodate all
entered speed/altitude constraints. The path will reflect the effect of descent
wind values entered on the DES FORECASTS page.
Use of DES DIR will delete all constraints from the LEGS page down to the
altitude set in the mode control panel.
Caution : If a V N av mode is not engaged during the descent, or disengages,
all hard altitude constraints must be set in the MCP altitude
window.
Shallow vertical path segments may result in the autothrottle supplying partial
power to maintain the target speed. Vertical path segments steeper than an idle
descent may require the use of speedbrake for speed control. Deceleration
requirements below cruise altitude (such as at 10,000' MSL) are accomplished
based on a rate of descent of approximately 500 fpm. When a deceleration is
required at top of descent, it will be performed in level flight.
Descent Constraints
Descent constraints may be automatically entered in the route when selecting an
arrival procedure, or manually entered through an FMC CDU entry. Each push
of the MCP altitude selector knob deletes the next waypoint altitude constraint
between the airplane altitude and the altitude window. When initiating a
descent with multiple descent altitude constraints the lowest cleared altitude will
be set in the MCP altitude window.
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Speed Intervention
VNAV speed intervention can be used to respond to ATC speed change
requirements, vnav spd pitch mode will respond to speed intervention by
changing aircraft pitch. The AFDS maintains the FMC speed displayed on the
PFD airspeed indicator and/or the CDU CLIMB OR DESCENT pages. If
speed intervention is selected, the MCP ias/mach selector is used to manually
select the speed. The aircraft will now deviate from the pre-calculated VNAV
path.
Caution : Speed Intervention in other than the VNAV approach phase does
not insure that the aircraft will remain on the VNAV path.
Offpath Descent
The LEGS pages should reflect the planned arrival procedure. If a published
arrival procedure is required for reference while being radar vectored, or the
arrival is momentarily interrupted by a heading vector from ATC, the offpath
descent circles provide a good planning tool to determine drag and thrust
requirements for the descent.
The outer circle is referenced to the end of descent point, using a clean
configuration and a direct path from the aircraft position to the end of descent
waypoint constraint. The inner circle is referenced to the end of descent point
using speedbrake. A separate waypoint may be entered on the OFFPATH DES
page as a reference for the descent circles.
Both circles assume normal descent speed schedules, including deceleration at
transition altitude, but do not include waypoint speed and altitude constraints.
Enroute Descent (Non VNAV)
Due to the low drag of the advanced technology wing, proper descent planning
is necessary to arrive at the desired altitude at proper speed and configuration.
The distance required for the descent is approximately
3 NM/1000' of altitude loss for no-wind conditions using ECON speed. Rate of
descent is dependent upon thrust, drag, airspeed and gross weight.
In addition, excess airspeed is slow to dissipate and generally requires a level
flight segment.
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If the descent speed information is not available from the FMC, use Mach
.84/310 for minimum fuel burn. Use Mach .82/280, 270 knots below 25,000'
and 250 below 10,000' for turbulent air penetration.
The approximate descent rates available below 20,000' with idle thrust, clean
or with speedbrakes are:
Target Speed
Rate of Descent
Clean
With Speedbrake
310 knots /.84 Mach
2300 fpm
5500 fpm
250 knots
1400fpm
3500 fpm
Clean Min Man
11 00 fpm
2400 fpm
Normally, descend with idle thrust in clean configuration (no speedbrake).
Maintain cruise altitude until the proper distance or time from the planned
descent point, and then hold the selected airspeed schedule during descent. Plan
the descent to arrive at traffic pattern altitude at flaps up maneuvering speed
about 12 miles out when proceeding straight-in, or about 8 miles out when
making an abeam approach. A good crosscheck is to be at 10,000' AGL, not
later than 30 miles from the airport, with a speed of 250 knots.
Losing airspeed can be difficult and may require a level flight segment. For
planning purposes, it requires approximately 1 nautical mile per ten knots of
airspeed to decelerate from 310 to 250 knots in level flight without speedbrake.
At 250 knots it requires an additional 4 NM to decelerate to flaps up
maneuvering speed at average gross weights.
Speedbrake and Thrust Usage
While using the speedbrake during descent, allow sufficient margin in altitude
and/or airspeed so that a smooth level off can be accomplished while lowering
speedbrake and adding thrust without causing passenger discomfort or
overshooting the desired altitude. Lower the speedbrake before adding thrust.
The use of speedbrake with landing flaps extended is not prohibited. If
circumstances, such as descent in icing conditions, dictate the use of speedbrake
with flaps extended, high sink rates during the approach should be avoided.
Retract speedbrake below 1000 AGL.
An EICAS speedbrake extended message occurs if speedbrakes are extended
when either flaps are in the landing position (25, 30), radio altitude is 800' or
below, or the thrust levers are not closed.
Caution : Landing with speedbrake extended will result in aft fuselage
contact with the runway (tailstrike).
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Landing Gear
Normal descents are made in the clean configuration to pattern or instrument
approach altitude. If greater descent rates are desired, extend the speedbrake.
When thrust requirements for anti-icing result in less than normal descent rates
with speedbrake extended, or if higher than normal descent rates are required by
ATC clearance, the landing gear can be lowered to increase the rate of descent.
Avoid using the landing gear for drag above 200 knots. This will minimize
passenger discomfort and increase gear door life.
Sec. 3 Page 128 7 77
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VNAV OPERATION - DESCENT
The VNAV descent phase of flight begins when the aircraft departs the CRZ
ALT at the T/D, or begins the deceleration / acceleration (for descent speeds
lower / higher than the cruise speed) segment prior to reaching the T/D. The
descent phase continues until the first fix on the selected approach (xxxx intc at
6R on the DEP/ARR page).
The VNAV DES page provides access to the parameters defining the descent
phase, and is used to evaluate, monitor and modify the descent path. It also
provides access to the OFFPATH DES and descent FORECAST pages. The
VNAV DES page is the default VNAV page displayed when the vnav function
key is selected after T/D.
INITIAL DESCENT
The descent path can be one of two types: an ECON descent, or a SEL SPD
descent. Continental uses the SEL SPD descent by entering the flight plan
descent speed on the VNAV DES page during preflight. In either case, the path
is based on idle power and is subject to all defined airspeed / altitude
constraints.
For VNAV to operate successfully it must be understood that upon receiving an
ATC clearance to descend to an altitude, or on a STAR profile descent, the PF
must set the assigned altitude, or the lowest altitude for the profile, in the MCP
altitude window. This allows VNAV to descend to the assigned altitude, or fly
the CDU altitude profile that matches the STAR profile, when the aircraft
reaches the T/D.
VNAV descents are not necessary prior to the T/D unless requested by ATC. If
the MCP altitude is not set to a lower altitude by two minutes prior to the T/D,
the FMC message reset mcp alt displays in the scratch pad.
EARLY DESCENTS
An early descent is any descent initiated prior to the T/D point. There are two
types of descents that occur prior to T/D: a "Cruise Descent," and a "Descend
Now."
Both descents are identical in terms of initial descent parameters; they differ
only in their effect on the existing descent path. The initial parameters are:
• Rate of descent: approx 1 ,250 fpm
• Autothrottles: initially thr until approx 1 ,250 fpm, then hold
(allowing the pilot to adjust the rate of descent as necessary)
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Flight Manual
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Sec. 3 Page 129
Rev. 11/01/02 #9
Cruise Descent
A Cruise Descent is normally accomplished simply by setting the assigned
lower altitude in the MCP altitude window and pushing the selector knob when
more than 50 nm from T/D.
The following actions occur automatically:
• The aircraft begins a cruise descent at the speed on the VNAV CRZ
page. (VNAV still in cruise phase of flight.)
• The CRZ ALT on the VNAV CRZ page is automatically updated to
the MCP altitude.
Note : If ATC issues a lower altitude prior to reaching the initially
assigned altitude, to prevent capturing the initial altitude the
MCP altitude knob must be pressed again after entering the
lower altitude (updates the FMC CRZ ALT to lower altitude)
• A new VNAV path, with a new T/D point, is built by the FMC.
CAUTION : If the assigned altitude is below 10,000 ft, the 240/10000 SPD
TRANS line on the VNAV DES page is deleted and the aircraft
descends at the cruise speed to the assigned altitude.
Note : When a Cruise Descent is initiated in relatively close proximity to the
T/D, the pilot should monitor the indications on the ND. The cruise
speed and shallow rate of descent make it possible to fly beyond the
T/D prior to reaching the MCP altitude. (Indicated on the ND by the
position of the green arc beyond the T/D point.)
Note : When inside 50 nm a Cruise Descent may also be accomplished by
resetting the MCP altitude to the assigned lower altitude, changing the
CRZ ALT on the VNAV CRZ page, and executing.
FMA annunciations are:
• Autothrottle: thr then hold
• Pitch: vnav spd then vnav pth when at new altitude.
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Descend Now
A Descent Now may be initiated in either one of two ways:
1 . When within 50 nm of T/D set the assigned lower altitude in the MCP
window and push the selector knob, or
2. Set the assigned lower altitude in the MCP window and select DES
NOW at 6R on the VNAV DES page. (Selecting DES NOW always
initiates a Descend Now, regardless of proximity to the T/D point.)
The following actions occur automatically:
• VNAV changes from the cruise phase of flight to the descent phase
(VNAV DES page active).
• The aircraft begins a descent at the speed on the VNAV DES page.
The aircraft merely cuts the corner below the original T/D and intercepts the
existing VNAV path.
FMA annunciations are:
• Autothrottle: thr then hold. When the VNAV path is intercepted the
autothrottles retard to idle to comply with the idle descent path (idle
then hold).
• Pitch: vnav spd then vnav pth (or vnav alt if MCP altitude captured
first, then vnav pth when the path is intercepted).
RULE OF THUMB: Descents prior to the T/D should normally be
accomplished using the MCP altitude selector knob. This automatically initiates
either a Cruise Descent (if greater than 50 nm of T/D), or a Descent Now (if
within 50 nm of T/D). Use of the DES NOW prompt on the DES page is not
recommended as it inhibits FMC updating of the destination fuel and ETA
calculations until the VNAV path is captured.
Note : When initiating an early descent (Cruise or Descend Now) the
autothrottles always initially indicate thr until approx 1,250 fpm is
attained, then hold.
This can create a problem when reinitiating a descent after an interim
altitude is captured (vnav alt). Resetting the MCP altitude window
and pressing the knob removes the altitude restriction; however,
VNAV sees it as the initiation of a descent. The autothrottles again
indicate thr until the descent rate is reduced to approx 1,250 fpm,
before going to hold.
If a high descent rate is required consider FLCH or disengaging the
autothrottles.
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Flight Manual
Continental
Sec. 3 Page 131
Rev. 11/01/02 #9
LATE DESCENT
If ATC delays the descent until after passing the T/D point, or a lower altitude is
not set in the MCP altitude window prior to T/D, the FMA pitch mode changes
from vnav pth to vnav alt. This is a late descent, and is accomplished by
setting a lower altitude in the MCP altitude window and pushing the selector
knob. The pitch mode changes from vnav alt to vnav spd and the autothrottles
go into the idle mode, then hold. It may be necessary to use speedbrakes to
recapture the VNAV path descent profile. When the path is captured the FMA
pitch mode is vnav pth.
FLYING THE PATH
VNAV path descents are accomplished at idle thrust.
When descending on the VNAV path the pilot must always be aware of the
FMA pitch mode. If the FMA indicates vnav pth during descent the aircraft is
on the path or has captured an altitude constraint on the CDU.
The VNAV Path Deviation Scale (VPDS) and pointer is a useful tool to aid the
pilot in flying the VNAV path when the FMA pitch mode is vnav spd. When
the VPDS is centered and the pitch mode is vnav spd the aircraft is flying
airspeed and ignoring the path.
Headwinds
If the airspeed becomes more than 15 kts slow, the autothrottle mode changes to
spd and increases speed to the SEL SPD on the VNAV DES page. The FMA
pitch mode remains vnav pth. (In level flight, at a CDU altitude constraint in
vnav pth, the airspeed is allowed to slow 15 kts below the SEL SPD.)
Tailwinds
Above Transition Altitude
If the airspeed increases greater than 3 14 kts, (1 5 kts below Vmo) the scratch
pad message drag required displays. The aircraft may accelerate up to 15 kts
above the speed on the SEL SPD line (max 319 kts, - 10 kts below V M o)> to
maintain the path. If further correction is required, VNAV may allow the
aircraft to rise up to 150 ft above the path to stop the acceleration.
If VNAV can no longer maintain the aircraft within 150 ft of the path, speed
reversion occurs and the FMA pitch mode changes from vnav pth to vnav spd.
Sec. 3 Page 132 7 77
Rev. 11/01/02 #9 Continental Flight Manual
Below Transition Altitude
If airspeed increases greater than 10 kts above target speed, (240/10000), the
scratch pad message drag required displays. The aircraft may accelerate up to
15 kts above the target speed (maximum speed increase allowed is 5 kts above
the transition speed, or 5 kts below the limit speed). If further correction is
required, VNAV may allow the aircraft to rise up to 150 ft above the path to
stop the acceleration.
If VNAV can no longer maintain the aircraft within 150 ft of the path, speed
reversion occurs and the FMA pitch mode changes from vnav pth to vnav spd.
VNAV resets the target speed to 240 kts, and the drag required message
displays again.
Note : The PF is responsible for airspeed control of +5 kts of the FMC or
pilot selected airspeed. The use of speedbrakes is the most common
method of maintaining the path with a tailwind.
SPEED RESTRICTIONS
The VNAV DES page should be used to change ATC airspeed restrictions by
entering the assigned speed on the SEL SPD line. The FMA pitch mode
changes to vnav spd as the aircraft momentarily ignores the VNAV path to
make the speed adjustment then adjust pitch to return to the path. Speedbrakes
should be used to aid in slowing to the new speed and recapturing the path.
Speed intervention may also be used to comply with ATC speed restrictions.
Any time the MCP speed window is open during the VNAV descent phase the
pitch is controlling airspeed and ignoring the VNAV path. The FMA pitch
mode is vnav spd and the aircraft descends to the MCP altitude at idle thrust.
Speed intervention should be used when the aircraft does not descend because
VNAV is controlling to a CDU altitude, and the distance is such that the descent
rate required is minimal if any. During speed intervention it is possible that the
airspeed may become 5 - 15 kts slow before the autothrottles increase thrust.
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Flight Manual
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Sec. 3 Page 133
Rev. 11/01/02 #9
SPEED / ALTITUDE RESTRICTIONS
An ATC speed / altitude constraint that is not a waypoint constraint must be
entered on the VNAV DES page at the SPD RESTR line. VNAV computes a
deceleration point to be on speed at the altitude.
Speed / altitude constraints at waypoints are entered on the LEGS page. VNAV
computes a deceleration point to be on speed and at the altitude entered on the
LEGS page. The VNAV DES page also displays the speed and altitude
constraint that VNAV is using for control.
Note : Any time a speed and/or altitude constraint is made on the LEGS page
the FMC computes a new VNAV descent path to include the new
constraint. The VPDS is temporarily removed and reappears when the
FMC has calculated the new path. Depending upon how the path was
altered the pilot may have to take action to reacquire the VNAV path.
If given approval for a high speed descent below 10,000 ft, delete the SPD
TRANS line on the VNAV DES page.
DELETING ALTITUDE RESTRICTIONS
Any time an altitude constraint exists between the current altitude and the E/D, a
des dir prompt is displayed at 6R on the VNAV DES page. Selecting and
executing the DES DIR function deletes all altitude constraints down to, but not
including the altitude set on the MCP and, if not already in a descent, initiates a
descent to the MCP altitude.
Altitude intervention may also be used to delete altitude constraints. Once in a
descent each push of the altitude selector knob deletes one altitude constraint
down to, but not including the MCP altitude.
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777 Sec. 3 Page 135
Flight Manual Continental Rev. H/Ol/02 #9
Descents with Vertical Navigation (VNAV PTH)
fclEARANCE
Descend and maintain 7,000 ft. * ^
SPD
LNAV
VNAV PTH
A/P
FL290
CLEARANCE
Descend and maintain 5,000 ft.
LNAV
VNAV PTH
A/P
SPD
LNAV
VNAV ALT
Approx. 18,000 ft. PF calls for the "In-range Checklist"
A A/P
10,000 ft. aircraft decelerates to 240 Knots
THR
LNAV
VNAV SPD
SPD
7,000 ft. A
LNAV
VNAV PTH
A/P
SPD
LNAV
VNAV PTH
A/P
PF selects 7000 in the MCP Altitude window
• BOTH PILOTS verify (visually & verbally) 7000 is set in the altitude window
• BOTH PILOTS verify the FMA change and that the aircraft begins to descend
at the Top Of Descent Point (TD)
5,000 ft.
• PF selects 5000 in the MCP Altitude window
• BOTH PILOTS verify (visually & verbally) 5000 is set in the altitude window
• PF pushes the altitude selector knob on the MCP
• BOTH PILOTS verify the FMA change and that the aircraft begins to
descend
NOTES : 1. If the clearance altitude is set in the MCP the aircraft will automatically begin a VNAN PTH descent at the Top Of Descent Point (TD).
2. 5000 is an FMC CDU LEGS page altitude constraint.
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777 Sec. 3 Page 137
Flight Manual Continental Rev. H/Ol/02 #9
HOLDING
During selection of the holding pattern in the FMC, verify proper holding
pattern direction and inbound course is entered.
Begin speed reduction within 3 minutes prior to estimated arrival at the fix so as
to arrive at the holding fix at or below the maximum authorized holding speed
for the altitude.
Upon arrival at the fix, maintain holding speed and hold as instructed. Maintain
the last assigned altitude/flight level.
Make all turns during entry and while holding at 30° bank angle, or 25° bank
angle using the flight director system. If holding using LNAV, the FMC will
determine the bank angle.
Compensate for known effect of wind, except when turning.
Advise ATC immediately if an increase in airspeed is necessary due to
turbulence, or if unable to accomplish any part of the holding procedures.
Configurations
Above 14,000 feet - Hold clean and use holding chart speed, but not above
FAA maximum speeds without ATC approval.
At or Below 14,000 feet - Extensive holds should be made in the clean
configuration. When expected approach time or altitude to which cleared
indicates that an approach clearance is imminent, flaps should be extended and
airspeed reduced as required.
Sec. 3 Page 138
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Flight Manual
Maximum Airspeeds (FAA / ICAO Standard)
Altitude Speed
MHA - 6000 MSL 200K IAS
Time
1 Min
Above 6000 MSL - 14,000 MSL
Above 14,000 MSL
230K IAS *
1 Min
265K IAS
1 1/2 MIN
* 21 OK where published.
Holding airspeeds at international destinations may be further limited by State
Regulations. Refer to the Jeppesen STATE RULES AND PROCEDURES for
specific holding speeds at foreign destinations.
Timing of the initial outbound leg should be 1 minute at or below 14,000' MSL,
and 1 1/2 minutes above 14,000' MSL. Timing for subsequent outbound legs
should be adjusted as necessary to achieve proper inbound leg time.
In extreme wind conditions or at high selected holding speeds, the aircraft may
exceed the defined holding pattern protected airspace; however, the holding
pattern depicted on the ND will not exceed the limits. Advise ATC if an
increase in airspeed is necessary due to turbulence, if unable to accomplish any
part of the holding procedure, or if unable to comply with the speeds listed in
the tables above.
Outbound timing begins abeam the fix. If the abeam position cannot be
determined, start timing when the turn to the outbound heading is complete and
the wings are level.
The time required to complete a 1 80° turn will vary with weight, altitude, and
speed. Example: At 5,000' and 200 knots, it will take approximately 1%
minutes. At 20,000' and 230 knots, it will take approximately VA minutes.
Plan the holding pattern so as to arrive at the holding fix at the correct time to
meet EFC requirements.
Timing
777 Sec. 3 Page 139
Flight Manual Continental Rev. H/Ol/02 #9
Standard Pattern
Parallel Entry - Parallel holding course, turn left, and return to holding fix or
intercept holding course.
Teardrop Entry - Proceed on an outbound track of 30° (to the holding course)
for 45 seconds, then turn right to intercept the holding course.
Direct Entry - Turn right and fly the pattern.
Recommended method for determining entry - Put tail of course needle on
outbound course (holding radial).
Ensure proper inbound holding course is entered in FMC.
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Rev. 11/01/02 #9 Continental Flight Manual
DME Holding
Example #1 - Inbound to the VOR hold east of the 10-mile DME fix on the 090
degrees radial, 5 mile legs, right turns.
END OUTBOUND LEG
757421 0B
Since the inbound course is toward the navaid, the fix distance is 10 NM and the
leg length is 5 NM. The end of the outbound leg will be reached when the
DME reads 15 NM.
Example #2 - Outbound from the VOR hold west of the 28 mile DME fix on the
090 degrees radial, 8 mile legs, right turns.
7574210A
Since the inbound course (to the fix) is away from the navaid, the fix distance is
28 NM and the leg length is 8 NM. The end of the outbound holding legs will
be reached when the DME reads 20 NM.
777 Sec. 3 Page 141
Flight Manual Continental Rev. H/Ol/02 #9
VNAV OPERATION - HOLDING
CLIMB / CRUISE PHASE
In the VNAV Climb or Cruise phase of flight, the FMC decelerates to the
FMC/pilot entered holding speed prior to entering the hold.
Once the aircraft is established in the holding pattern speed changes may be
made on the ACT RTE HOLD page SPD/TGT ALT line at 1R, the SEL SPD
line on the CLB/CRZ/DES page,or by speed intervention.
DESCENT PHASE
In the VNAV Descent phase of flight, the FMC does not always decelerate prior
to entering the hold. Deceleration only occurs when there is an altitude
constraint (in large font) on the ACT RTE HOLD page SPD/TGT ALT line.
If the hold does not have an altitude constraint (large font) the pilot must
manually enter one on the ACT RTE HOLD page SPD/TGT ALT line, or the
holding pattern fix on the ACT RTE LEGS page, for the FMC to command a
deceleration prior to entering the hold. If the holding altitude has an "A" (at or
above) after the altitude (i.e., 13000A), VNAV does not begin a deceleration
until after passing the holding fix.
It may be necessary to change the airspeed on the VNAV DES page SPD SEL
line after exiting a holding pattern in the descent phase of flight.
Note : The FMC commands deceleration when appropriate prior to entering
the hold. If speed reduction 3 minutes prior to the holding fix is
desired, the active VNAV (CLB / CRZ / DES) page SPD SEL line
may be used to select and execute the holding speed. Speed
intervention may also be used.
Sec. 3 Page 142
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Flight Manual
VNAV OPERATION - DIVERT
Diversions are defined as landing at an airport that is not the destination airport.
The preferred method for diverting is to use the CDU ALTN page. Access to
this page is accomplished by several methods (RTE X, INIT/REF INDEX,
FMC COM); the simplest is to push the altn function key on the CDU.
DIVERTING
The first step to any diversion is to ensure T/C has been reached, or change
cruise altitude to aircraft altitude (FMA vnav pth).
After selection of the ALTN page, four alternate airports, sorted in order of
ETA, are displayed. The airport at 1L is automatically selected (XXXX <A>).
If the airport at 1L is not the desired diversion airport, select one of the other
three airports (XXXX <SEL>), or enter another airport and then select the
entered airport with the appropriate LSK. The automatically or manually
selected airport identifier is displayed above the divert now prompt at 6R.
The next step is to display the MOD XXXX ALTN page and define the routing
to the airport. There are two ways to display this page:
1 . Press a right side LSK, opposite the selected airport, or
2. Select the divert now prompt at 6R then push the erase prompt at 6L.
Following either of these actions (#1 is preferred), the MOD XXXX ALTN
page is displayed. Three choices of routing to the selected diversion airport are
available to be selected:
• 1L DIRECT TO <SEL> The default routing. A direct route from
2L
LOO OFFSET
present position to the selected alternate
airport.
A left or right offset along the current
active route.
3L
OVERHEAD
XXXXX
Follows the current active route until
over the specified waypoint (XXXXX),
then head s directly to the selected
alternate airport. The active waypoint on
the LEGS page is the default
OVERHEAD selection.
777 Sec. 3 Page 143
Flight Manual Continental Rev. H/Ol/02 #9
Note : The alternate page does not access the FMC database - it only looks at
the active route. Any attempt to enter a waypoint at 3L (for the
OVERHEAD option) that is not already in the active route results in
the CDU scratch pad message invalid entry.
Therefore, to use the OVERHEAD option and comply with an ATC
routing clearance not currently in the active route, the active route must
first be modified.
For simplicity, the DIRECT TO option should be used if at all possible when
diverting.
Note : If a route offset had been executed on the ACT RTE X page prior to
diverting, it should be deleted before executing the divert now prompt.
If not, the route offset carries over to the alternate routing and can only
be removed by executing a direct to function on the LEGS page.
Once the routing to the alternate airport is determined, selecting and executing
the divert now prompt at 6R accomplishes the following:
1 . Changes the original route destination airport to the diversion airport.
2. Creates a route, as selected, on the ACT RTE X page from present
position to the XXXX ALTN airport. (ETA and fuel remaining
calculations are based on this route.)
3. Deletes descent constraints, if any. (Scratch pad message descent path
deleted displayed when divert now is executed.)
4. Configures the DEP/ARR page for the diversion airport arrivals and
approaches.
Note : After a divert is executed, the XXXX ALTN page is not updated until
all CDUs are selected off of the XXXX ALTN page. Also, the .comm
on the EICAS indicates an FMC message (diversion report) has been
generated and needs to be completed.
Finally, define an end of descent point by either:
• Selecting an arrival / approach for the diversion airport, or
• Enter an altitude for the airport (i.e., airport field elevation), on the
LEGS page.
This builds a VNAV descent path to the diversion airport and displays a T/D
point on the ND (if not already beyond the T/D, as indicated by the appearance
of the VPDS ontheND).
Sec. 3 Page 144 777
Rev. 11/01/02 #9 Continental Flight Manual
IN RANGE FLOW
©
Altimeter/Minimums
JLls a
©
Flight
Instruments
ill
Altimeter/Minimums
E. 5 1
Autobrakes
4
Reference
Speeds
PF
© Altimeter/Minimums Set
© Flight Instruments Check
PM
1 Seat Belts
ON
(2) Altimeter/Minimums
Set
Flight Instruments
Check
4 Reference Speeds
Set
5 Auto brake
Set
6 Recall & Notes
Check
<D
Flight
Instruments
777 Sec. 3 Page 145
Flight Manual Continental Rev. H/Ol/02 #9
IN-RANGE
The Pilot Flying should call for the FN-RANGE Checklist at approximately
18,000 feet. For flights with cruise altitudes below 18,000 feet, the IN-RANGE
Checklist should be called for at Top Of Descent.
Approximately 10 minutes before landing, the no smoking switch should be
cycled once indicating that landing is imminent.
Note : Flight crewmembers are required to use the boom microphone below
18,000' MSL.
Meteorological conditions permitting, the use of landing lights, logo lights and
strobe lights is required below 18,000'.
PM Challenge IN-RANGE PM Respond
Seat Belt Sign ON
Altimeters & Fit Inst SET, CHECKED (PM, PF)
Reference Speeds SET (PM, PF)
Autobrake SET
Recall & Notes CHECKED
Arrival Briefing COMPLETE
PM Challenge PM Respond
Seat Belt Sign ON
Altimeters & Fit Instruments SET & CHECKED (PM, PF)
Set barometric pressure on all altimeters as required. Set appropriate
BARO or RADIO minimums for the planned approach. If transition level
is below 18,000 ft. MSL set barometric pressure on all altimeters when
cleared to an altitude below the transition level.
On CAT I ILS or Non-Precision approaches, the BARO altimeter bug is
the primary reference to DA or DDA. Set MINS reference, on EFIS
control panel to baro. DH on a CAT II ILS is determined solely from the
RADIO or inner marker, as appropriate. AH (LAND 3) or DH (LAND 2)
on CAT III approaches will be determined solely by reference to the
RADIO bug. Set radio on MINS selector on EFIS control panel.
Sec. 3 Page 146 7 77
Rev. 11/01/02 #9 Continental Flight Manual
Set the Reference Altitude Bug on the altimeters as follows:
APPROACH TYPE
BARO ALTIMETER
REF SET TO
RADIO ALTIMETER
REF SET TO
CAT 1
Published DA
N/A
CAT II
N/A
Published RA DH
CAT III
N/A
100' RA (LAND 3) AH
50' RA (LAND 2) DH
Non-Precision
DDA / DA
N/A
Visual
N/A
N/A
Cross check all flight instruments for indications and flags.
Reference Speeds SET (PM, PF)
Check APPROACH REF page displayed. Pressing the desired landing flap
speed prompt causes the flap/speed to be down selected to the scratch pad.
Entering the flap/speed to line 4R transmits the computed Vref for the
current gross weight, to the Speed Tape. It is displayed as REF.
Airspeed Indicator bugs are displayed on the airspeed tape as follows:
MCP Selected Speed Bug - Set to target speed when landing flaps
are selected.
Reference Airspeed Bugs - Bugs are displayed on the speed tape at
V REF 30 + 80 (clean Min Man), V REF 30 + 60 (Flaps 1), and V REF 30
+40 (Flaps 5),V REF 30 + 20 (Flaps 15/20) and V REF 30 ( REF ).
If the autothrottles are to be disengaged prior to landing, once landing flaps
have been commanded, position the MCP selected speed bug to V REF plus
Vi the reported headwind component and all of the gust, with the total
adjustment not to exceed 20 knots. The minimum target speed is V REF + 5.
Examples: Reported headwind 15 gusting to 20. Target setting is V REF
plus 12 knots.
Note : When the landing speed is adjusted by a non-normal checklist, the
wind correction must be applied when not using autothrottle. For
example, if the checklist states Use flaps 20 and V REF 30 + 20 for
landing, the MCP selected speed should be positioned to V REF 30
+ 20 + wind correction (5 knots minimum up to 20 knots
maximum).
Headwind additive can be estimated by using 50% for direct headwind,
35% for a 45° crosswind, zero for a direct crosswind, and interpolation in
between. Use of PROGRESS 2/2 provides a quick reference to the
headwind component. Do not apply wind corrections for tailwinds.
777 Sec. 3 Page 147
Flight Manual Continental Rev. H/Ol/02 #9
Note : When using autothrottle to land , position the MCP selected speed
bug to Vref + 5 knots, regardless of computed additive.
Autobrake SET
Note : For dry runways of 8000' or greater an autobrake setting of 3 and idle
reverse is recommended. For runways less than 8000', that are not
dry, an auto-brake setting of 3 or greater and reverse thrust as
necessary is recommended. Significant carbon brake wear
improvement is possible with brakes that are properly heated during
the landing.
Note : For Category III operations an autobrake setting of 3 or greater and
reverse thrust as necessary. Autobrakes 3 or greater is required to
ensure compliance with the runway length requirements for Category
III operations.
If operational, the use of autobrake for landing is required.
Note : The operational characteristics of carbon brakes allow efficient higher
auto-brake settings or manual brake applications.
1 This setting will provide a moderate deceleration rate on dry, long
runways with braking action GOOD.
2 or 3 This setting provides slightly greater deceleration, and is
recommended on long runways (greater than 8000') suitable for
most routine operations
4 These settings should be used when moderate deceleration rates are
required for wet and slippery runways, when landing rollout distance
is limited, for any landing requiring higher than normal landing
speeds, and when braking action is POOR.
max auto This setting should be used when maximum deceleration rates are
required for minimum stop distance. The deceleration rate is less
than produced by full manual braking. The max auto position will
not be used for any normal landings on dry runways.
Recall & Notes CHECKED
The PM should press recall to check EICAS for any displayed messages,
then cancel, notes are selectable, using the CCD, through the operational
notes key at the bottom of the electronic checklist page.
Arrival Briefing
COMPLETE
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Arrival Briefing
The Captain will ensure an arrival briefing with the entire flight deck crew is
completed. Only those items associated with the specific arrival need be
addressed. This briefing should be accomplished at cruise altitude when the
destination ATIS and/or arrival information becomes available. The intent is to
complete as much of the review and briefing as possible at a time when the
entire crew can collectively review the plan as opposed to trying to conduct a
briefing during descent or on approach. If there are subsequent changes from
what was briefed, such as runway changes, STARS, approaches, automation
modes, etc., those items should be reviewed at an appropriate time consistent
with workload. Refer to the AUTOMATED FLIGHT OPERATIONS section
regarding coordination and programming of such changes.
The following PILOT BRIEFING
guide provides a list of items that
should be considered for review. The
objective is to provide the crew with
concise, factual information relative to
the arrival. The briefing should be
predicated on the assumption that
flight crewmembers are well versed in
standard operating procedures and as
such, a comment of "Standard or
SOP" is appropriate for those routine
items that do not require further
amplification. If any item is "not
applicable" or is "not an issue," then
it need not be specifically addressed
in the briefing. By the same token,
there may be additional special issues
for the flight that, though not
specifically listed, should nevertheless
be addressed. The pilot who will be
flying the arrival should brief those
items associated with the procedure as
defined by the PILOT FLYING
BRIEFS items. Note items shown in
gray color are not applicable to the
Arrival briefing.
Continental Airlines
PILOT BRIEFING
CRM
■ Experience Level, Currency
• PF, PM, IRO DutiesThreat-Err Mgt
Departure or Arrival
•MEL, NOTAMs, Unique Issues
•Arpt Info (-7) & Taxi Plan (-9)
• WX, Rwy Cond, T/O or Ldg Wt
• RTO & Evac Issues
•Air Return, Fuel Jett, Altn
terr Considerations
PILOT FLYING BRIEFS
SID oi STAR & Approach
Displays & Automation Modes
Trans -ALTidepi -LVL(arr)
EO Spl Procedures / Accel Alt
ACM, Enrte Issues, PAs, Questions
Blue items briefed at beginning of trip or pilot change
Black items briefed as required for each flight leg
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Arrival
Although the chronological sequence is slightly different between departure and
arrival phases of flight, nearly all the same items are appropriate to both
briefings and the order in which they are reviewed is at the pilot's discretion.
• MEL, NOTAMs, Unique Issues
Review any inoperative or xMEL'd aircraft components, any NOTAMs
with operational impact, and any other unique operational issues. Ensure
the arrival station is aware of unique customer or aircraft requirements,
such as an inoperative APU. Consider other items such as airport curfews,
charter / ferry issues, maintenance verification / test flight requirements,
crew legality, security issues, and any other factor that may effect the arrival
phase of the flight.
• Airport Information (-7 page) and Taxi Plan (-9 page)
A comprehensive review of all general information on the -7 page(s) in
additional to the appropriate ARRIVAL CONSIDERATIONS block. Review
as necessary the anticipated taxi plan for arrival including hold short
requirements, planned runway exit points, parallel runways operations,
taxiway restrictions for size or weight, planned taxi route and parking gate /
tow-in procedures.
• Weather / Runway Conditions / Landing Weight
A review of current weather for arrival including considerations for adverse
weather operations on arrival such as necessity of engine / wing anti-ice,
windshear, etc. Additionally review the planned runway, wind
considerations, any braking action reports or performance limitation /
penalties, and anticipated landing weight.
• Alternate
If required, review the destination alternate details including weather,
anticipated routing / approach, and fuel burn.
TERR
Considerations
WARNING : Prior to arrival at airports near mountainous or significant
terrain the following procedures will be accomplished:
- All appropriate SIDS, STARS, approach charts, ENGINE
FAILURE ON DEPARTURE / ONE ENGINE INOPERATIVE
MISSED APPROACH procedures, and associated enroute charts
for the departure and arrival will be reviewed and readily
available.
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- The flight crew will review all Grid MORAs, MEAs, MOCAs,
AMAs to include position of high terrain along the departure /
arrival route.
- For aircraft with enhanced GPWS, at least one pilot will have the
terr function selected. This feature should be considered for use
even in day VMC conditions in order to assist in building a mental
picture of the airport and surrounding terrain. If this feature is not
installed, consider using radar to help identify prominent terrain
features.
• STAR & Approach Review (pilot flying briefs)
Review the arrival and approach procedures, and confirm correct FMC
programming for airspeeds, altitudes, routing, etc. On aircraft equipped,
consideration should be given to programming the second possible arrival /
approach into RTE 2 when multiple arrivals are in use. For approaches
conducted in VMC conditions, the briefing may be abbreviated to include
those items pertinent to the approach, and confirming all associated
electronic nav aids have been correctly tuned. When conducting Monitored
Approach procedures, the First Officer will brief the specific approach
chart details and the Captain will brief the monitored approach procedures
using the applicable PRECISION OR NON-PRECISION MONITORED
APPROACH BRIEFING GUIDE. For the specific Instrument Approach,
Terminal Arrival, or Charted Visual procedure, the following items should
be reviewed:
- approach title and date
- nav aid frequencies
- courses
- FAF altitude
- approach minimums
- weather requirements
- approach / runway lighting systems
- missed approach / go around procedures
- transition level and associated notes
- LAHSO procedures if applicable
- any inoperative aircraft system affecting the approach or landing
• Displays & Automation Modes (pilot flying briefs)
Ensure the navigation display options selected are appropriate for the
procedure and phase of flight, including scale, radar / TCAS / nav aid
information displayed, and raw data as required. Review the automation
modes to be used during the procedures (lnav, vnav, app, a/p and a/t off/on,
etc).
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Transition -LeVeL (arr) (pilot flying briefs)
Review the Jepp chart and cross check the FMC trans lvl value on the des
page (as installed) for arrival.
Engine Out Special Procedures / Acceleration Altitude-Height (pilot
FLYING BRIEFS)
Review the specific -7 pages and procedures for ENGINE FAILURE ON
DEPARTURE / ONE ENGINE INOPERATIVE MISSED APPROACH and
program the FMC as required. If the airport / runway has a special engine
failure on departure procedure, it should be used only in the event that a
engine inoperative missed approached must be conducted.
Questions
Ensure any questions or open issues are addressed and that the flight crew is in
agreement with the plan.
Shoulder Harness (Flow) ON (PM, PF)
Each flight crewmember shall keep their seat belt fastened when at their
station and the aircraft is moving. Each flight crewmember shall, during
takeoff and landing keep their shoulder harness fastened.
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APPROACH FLOW
PM
1. Landing Announcement CABIN READY
Captain's Flow
© Altimeter/Minimums Set
© ND Set
0 Radios & Courses ID & Set
First Officer's Flow
(D
Altimeter/Minimums
Set
(D
ND
Set
®
Radios & Courses
ID & Set
7773024
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APPROACH
The Pilot Flying will call for the APPROACH Checklist as soon as practical in
the approach environment.
PM Challenge APPROACH PM Respond
Radios & Courses IDENTIFIED & SET (PM, PF)
Altimeters SET (PM, PF)
Landing Announcement CABIN READY
PM Challenge PM Respond
Shoulder Harness (Flow) ON (PM, PF)
Each flight crewmember shall, during takeoff and landing keep their
shoulder harness fastened.
Radios & Courses IDENTIFIED & SET (PM, PF)
Prior to commencing approach, the PM will verify that all VHF radios
being used for reference during the approach have been automatically tuned
and the appropriate courses selected. NDBs require manual tuning.
Verification of the tuned navigation station from the audio Morse code
should be accomplished if the tuned frequency remains shown or an
incorrect identifier is shown.
The PM will verify and/or manually insert (if required) the published RNP
during RNAV/GPS approaches.
Altimeters SET (PM, PF)
Verify all altimeters are set. Verify all approach minimums are correctly
set.
Nav Displays (Flow) SET
For VOR/NDB approaches, at least one pilot must select the VOR/ADF
switch(es) on the EFIS control panel prior to reaching the final approach
fix. Raw data for ILS, LOC and/or LOC (BC), LDA, SDF approaches is
available on the PFD, for maximum situational awareness, the nd map mode
is recommended.
The MCP and FMA should be checked to verify arming and engagement of
the desired modes for the planned approach.
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Flight Manual
Landing Announcement
CABIN READY
The PM will use the PRAM if available, or make the landing
announcement using the following phraseology:
"FLIGHT ATTENDANTS PLEASE BE SEATED FOR ARRIVAL."
The flight crew will verify the CABIN READY memo message has been
received.
Automated LANDING announcement:
From the CABIN INTERPHONE SPEED DIAL page, select lsk 5L,
< landing fa. This will result in the automated cabin announcement.
"FLIGHT ATTENDANTS PLEASE BE SEATED FOR ARRIVAL."
This must be verified by observing a pa in use message in the center
CDU scratch pad, or by listening to the PA audio to insure the
announce was made.
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APPROACH PROCEDURES
GENERAL
The Bill is category "C" for Instrument Approaches except for Circling, which
is category "D."
Maneuvering Speeds
The flap speed schedule provides the recommended maneuvering speed for
various flap settings. The schedule provides adequate buffet margin for an
inadvertent 15° bank overshoot beyond the normal 25° bank. The flap speed
schedule is based on additives to V RE f-
There are also several other benefits as a result of this schedule. It provides
speeds which are close to minimum drag. In level flight it provides relatively
constant pitch attitudes and requires little change in thrust at different flap
settings.
FLAP SPEED SCHEDULE
At Flap Pos
Desired Maneuver Speed
Flaps 0
Vref 30 + 80
Flaps 1
Vref 30 + 60
Flaps 5
Vref 30 + 40
Flaps 15/20
Vref 30 + 20
Flaps 25
Vref 25
Flaps 30
Vref 30
Caution : To prevent excessive wear or premature failure of the leading
edge devices avoid flap extension near the maximum flap placard
speeds. Flaps provide for operation at lower speeds and should
not be used as a drag device to reduce speed. Every effort should
be made to extend the flaps at as slow an airspeed as practical (as
close to maneuvering speed for that flap setting as possible).
Initial pattern entry will be in a clean configuration. Slow to clean maneuvering
speed prior to entering an airport traffic area. Extend the flaps to the next
setting prior to decelerating below the maneuvering speed for the existing flap
setting (e.g., when slowing, select flaps 1 at Vref + 80 knots and slow to Vref +
60 knots. Select flaps 5 before slowing below V RE f + 60 knots, etc.).
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Configuration
The aircraft should normally be configured as follows, however a particular
approach or specific ATC constraints may require minor modifications:
• The PF will call "FLAPS 1 , SPEED" not later than:
downwind leg on a rectangular pattern,
7 NM prior to the FAF on a straight in approach, or
3 NM prior to a procedure turn outbound.
• The PF will call "FLAPS 5, SPEED" not later than:
beginning base leg on a rectangular pattern,
5NM prior to the FAF on a straight in approach, or
1 NM prior to a procedure turn point outbound.
For normal traffic patterns and approaches, the MCP selected speed bug should
be progressively set to the maneuvering speed for each flap position during flap
extension.
Note : If the autopilot is NOT engaged, the PF "SPEED" call after each flap
extension, and "TARGET" when calling for landing flaps, are
commands for the PM to progressively set the MCP selected speed
bug.
When operating in an autothrottle speed mode, timely speed selections will
minimize thrust lever movement during the approach, reducing cabin noise
levels and increasing fuel efficiency. When flaps and landing gear are extended,
be prepared to select the next lower speed just as the additional configuration
drag takes effect. Delaying the speed selection will cause an increase in thrust,
while selecting the lower speed too quickly will cause thrust to decrease, then
increase.
Normally, the landing gear should not be extended until after flaps 20 have been
selected.
The PM should be prepared, if necessary, to utilize the back up means of
identifying fixes as portrayed in the profile view of the approach on the
approach chart.
On all approaches, final landing configurations should be established so as to be
stabilized by 1,000' above TDZ.
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Stabilized Approach
The most optimum and consistent landing performance is achieved through the
use of a stabilized approach. The optimum stabilized approach is defined as a
flight on the glidepath (visual or electronic) at a steady rate of descent, on the
"target" approach speed, in the landing configuration, in trim, and with the
proper thrust setting. The dynamics of flight often dictate that flight parameters
will vary from the optimum. However, experience has shown that a stabilized
approach is essential for a safe operation.
Approach will be considered unstable, and shall result in a missed approach if:
1 . The airspeed is greater than +15 knots or less than -5 knots from target
speed, OR
2. Vertical speed is greater than 1000 ft/min, OR
3. Engines are less than minimum spooled, 45% Nl.
These parameters must be met for all operations before reaching 1000 ft. above
touchdown zone elevation, or a go-around will be announced by the Pilot
Monitoring.
While continuing the approach (below the BOTTOM LINE altitude stated
above), it must be understood that the aircraft must be correcting and trending
toward the desired stable condition. Deviation from the optimum should be
called out by the Pilot Monitoring.
The decision made when passing minimums or alert height is not a commitment
to land. It is only a decision to continue the approach. It is possible, after
passing the applicable minimums or alert height, that visual references may
deteriorate, the aircraft systems may degrade, or the aircraft may deviate from
the desired flightpath to a point where a safe landing may not be assured. A
missed approach capability exists until selection of reverse thrust.
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Altitude Callouts
Altitude callouts on all non-monitored instrument approaches are done by the
PM. The callouts are in reference to the barometric altimeters as follows:
• At 1 ,000 feet above touchdown zone (TDZE), call out " 1 ,000." (The PF
responds, "CHECK MISSED APPROACH ALTITUDE.")
• At 500 feet above TDZE and at each 100 foot increment thereafter, call out
altitude and any significant deviation from target airspeed or descent rate.
Note : A significant deviation from airspeed is ± 5 knots from Command
Airspeed Bug. A significant deviation in vertical velocity is a
descent rate of 1,000 fpm or greater.
• Call "APPROACHING MINIMUMS" approximately 100 feet prior to DA,
DH, or DDA on instrument approaches, as applicable.
• At DA, DH, or DDA, call "MINIMUMS."
• During a CAT I (unmonitored) or Non-Precision approach, the PM will
inform the PF when a portion of the approach lighting system or the runway
is acquired by stating "APPROACH LIGHTS IN SIGHT" and/or
"RUNWAY IN SIGHT" as appropriate.
• The GPWS system automatically annunciates 100, 50, 30, 20, 10, and
therefore are not called by the PM.
Minimums
Decision Altitude (DA) or Derived Decision Altitude (DDA)
Do not continue the approach below DA or DDA, as read from the barometric
altimeter, unless the airplane is in a position from which a normal descent to the
runway of intended landing can be made.
The callouts APPROACH LIGHTS and RUNWAY IN SIGHT are informative
only. When conducting non-precision and CAT I ILS approaches, descent
below the applicable DA or DDA requires that one of the following visual
references for the intended runway is distinctly visible and identifiable to the
pilot:
• The approach light system, except that the pilot may not descend below
100 feet above the TDZE using the approach lights as a reference, unless
the red terminating bars or the red side row bars are also distinctly visible
and identifiable
• The threshold
• The threshold markings
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• The threshold lights
• The runway end identifier lights
• The visual approach slope indicator
• The touchdown zone or touchdown zone markings
• The touchdown zone lights
• The runway or runway markings
• The runway lights
Decision Height (DH)
When conducting CAT II ILS approaches, descent below the DH requires that:
• The approach light system be in sight, and
• Sufficient visual references exist to maneuver the aircraft, or monitor the
autoflight system, to a safe landing within the touchdown zone.
When conducting CAT III ILS approaches that incorporate a DH (LAND 2)
descent below the DH requires that:
• All controlling RVRs must be reported to be at or above charted
minimums.
• Sufficient visual references exist to ensure the autoflight systems will safely
deliver the aircraft to the touchdown zone, and
• An AFDS annunciation of LAND 2 (autoland), and
• The designated CAT III LAND 2 DH for the B777 is 50' RA.
The decision made when passing the DH is not a commitment to land. It is only
a decision to continue the approach. It is possible, after passing the DH, that
visual references may deteriorate, or the aircraft may deviate from the desired
flight path to a point where a safe landing may not be assured. A missed
approach capability exists until selection of reverse thrust.
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Alert Height (AH)
An Alert Height, as read from the radio altimeter, is a height defined for
operational use above which a Category III approach would be discontinued and
a missed approach initiated if a failure occurred in one of the required aircraft or
ground systems. Below the Alert Height, the landing may be continued
following a single failure in any of the redundant systems. Since a missed
approach is required when a failure occurs prior to the AH, the lower the AH
the more restrictive the approach. An AH may be used instead of a DH for
CAT III approaches when the autoland status of the aircraft is LAND 3 (fail-
operational). Unlike the DH concept, approaches utilizing an AH do not
require the flight crew to have any external visual references to continue an
approach to a landing.
When conducting CAT III LAND 3 ILS approaches, descent below the AH
requires that the autoland status of the aircraft remains LAND 3.
The designated CAT III LAND 3 AH is 100' RA.
Raw Data / FMS Display
The final approach segment of all instrument approaches will be flown using the
ND in the map mode. Applicable raw data will be monitored on the ND and
PFD.
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Monitored Approach Procedures
It is CAL policy that approaches will be flown auto-coupled using monitored
approach procedures when the following conditions exist:
• Precision approaches with an RVR of 2,400' or less, or
• Non-precision approaches with visibility of 1 mile or less (RVR 5000 or
less).
A monitored approach is a procedure that allows each crewmember to
concentrate on his/her specific tasks. It utilizes the Quiet Flight Deck method
that eliminates all unnecessary conversation. Any calls, other than the normal
monitored approach calls, should indicate that an abnormal exists or that a
performance limit was exceeded.
Using the monitored approach procedure, the First Officer is assigned the task
of flying the aircraft and executing the missed approach, if necessary.
Monitored approach procedures and callouts are essentially the same for all
approaches, except that some approaches incorporate minimums of either a
Derived Decision Altitude (DDA), Decision Altitude (DA), or Decision Height
(DH); and others reference an Alert Height (AH). It is important to realize that
visual references are not required for operations utilizing an Alert Height (AH).
Note : The maximum crosswind limit for RVR values of 2,400' or less is 15
knots. If the autopilot is inoperative, the monitored approach
procedures will still be used. The First Officer should fly the aircraft
manually using CAT I Monitored Approach procedures. When
conducting approaches to RVRs reported to be at or below 2400' (750
meters), the flight crew will brief the category of approach having the
lowest minimum for which the aircraft, ILS facility, and flight crew are
capable of conducting even if the latest reported weather would permit
a category of approach that has a higher minimum.
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Captain Duties
During a monitored approach, the First Officer is supervised or monitored by
the Captain. The Captain monitors the overall approach progress and verifies
the AFDS annunciation prior to 600' AGL. At 500' above the touchdown zone,
the Captain calls "500," and the First Officer responds by announcing the AFDS
Status Annunciator (ASA) indication ("LAND 3," "LAND 2," or "NO
AUTOLAND") as appropriate. The Captain will call each 100' above
touchdown zone until 100' above minimums or Alert Height. Approaching the
minimums or Alert Height, the Captain will place his/her right hand underneath
the First Officer's hand on the throttles.
On approaches incorporating a Derived Decision Altitude (Non-Precision),
Decision Altitude (CAT I), or Decision Height, (CAT II and CAT III LAND 2),
as the aircraft descends through 100' above the applicable minimums, the
Captain will call "APPROACHING MINIMUMS, I'M GOING HEADS UP."
At or above minimums, when the Captain sees any part of the approach light
system that allows continuation of the approach below minimums, and
determines a safe landing can be made, he/she will take control of the aircraft
and state "I HAVE THE AIRCRAFT." With positive contact, the Captain will
move the First Officer's hand up and away from the throttles. (This transfer
must be made leaving no doubt in the First Officer's mind that the Captain has
control of the aircraft.) Once having taken control of the aircraft the Captain
will either complete the landing, or execute the missed approach if the
appropriate visual cues are not in sight.
On approaches incorporating an Alert Height (CAT III LAND 3), as the aircraft
descends through 200' above the touchdown zone the Captain will call
"APPROACHING ALERT HEIGHT, I HAVE THE AIRCRAFT." The
Captain will move the First Officer's hand from the thrust levers and assume
control of the autopilot. The Captain should remain head down until the First
Officer calls "ALERT HEIGHT," and must be prepared to execute a missed
approach. At the EGPWS announcement "100," the First Officer calls
"ALERT HEIGHT." If the criteria for a successful autolanding are still
satisfactory (ASA = LAND 3), no further callouts are required. If not, the
captain will execute a missed approach.
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First Officer Duties
A monitored approach should be flown auto-coupled with the First Officer
operating the autopilot and controlling the airspeed with the use of autothrottles,
if operable. The First Officer should assume the flying responsibilities early in
the approach, but no later than intercept heading or, in the case of a straight in
approach, 3 miles outside the outer marker.
The First Officer verifies the AFDS annunciation prior to 600' AGL. At the
Captain's standard call of "500" the First Officer responds by announcing the
AFDS status, ("LAND 3," "LAND 2," or "NO AUTOLAND") as appropriate.
When the Captain takes control of the aircraft, the First Officer should remain
heads down, monitoring the flight progress, and making the altitude calls until
100' above TDZE. Any deviation from a stabilized flight path should be
announced.
On approaches incorporating a Derived Decision Altitude (Non-Precision),
Decision Altitude (CAT 1), or Decision Height, (CAT II and CAT III LAND 2),
if the Captain has not taken control of the aircraft upon reaching the applicable
minimums the First Officer will call "MINIMUM S, GOING AROUND," and
execute a missed approach.
The First Officer will also execute a missed approach any time prior to
minimums if directed by the Captain.
On approaches incorporating an Alert Height (CAT III LAND 3), at 200' above
the touchdown zone when the Captain states "APPROACHING ALERT
HEIGHT, I HAVE THE AIRCRAFT," the First Officer relinquishes control of
the aircraft to the Captain. In the event the Captain does not take control of the
aircraft as stated above, upon reaching Alert Height, the First Officer calls
"MINIMUMS, GOING AROUND," and executes the missed approach.
After the EGPWS automated announcement of "100"' the First Officer calls
"ALERT HEIGHT" as the aircraft passes through 100' on the radio altimeter.
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Procedure Turn
A procedure turn is specified wherever it is necessary to reverse direction to
establish the aircraft inbound on an intermediate or final approach course. The
approach plate will specify the outbound and inbound courses, the distance
within which the procedure turn shall be completed, the side of the inbound
course on which the turn should be made, and a minimum altitude to be
maintained.
The aircraft shall fly outbound on the specified track descending as necessary to
the specified altitude. If a further descent is specified after the inbound turn, this
descent shall not be started until established on the inbound track ("established"
is considered as being within half of the full scale deflection for the ILS and
VOR, or within + 5° of the required bearing for the NDB).
Unless specified on the approach plate, the point at which the procedure trun is
started is left to the discretion of the pilot. It is recommended that the turn to the
outbound heading be commenced between 30 seconds and one minute past the
final approach fix. Timing on the outbound procedure turn heading is also
recommended at between 30 seconds and one minute. Adjust time accordingly
for known winds, configuration, and/or other approach restrictions. Normally
the procedure turn will be accomplished with a flaps 5 configuration and
maneuvering airspeed. When established on the inbound course of the
procedure turn and cleared for the approach, the APPROACH checklist should
be completed.
30 SEC TO 1 MINUTE
7574211
Note : A racetrack or teardrop pattern may be specified on the approach plate
and must be flown as depicted. Times may be adjusted as required for
wind.
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DME Arc
A DME arc is the track of an aircraft maintained at a constant distance from a
navigational aid by reference to distance measuring equipment (DME).
The distinguishing feature of the DME arc is you are required to fly your aircraft
along a circular track around the navigational aid at a specified distance.
Note : The arc may be created on the ND display by selecting the FIX DME
circle on the FIX INFO page. Many transitions which incorporate
DME arcs are already included in the FMS data base and are
selectable by choosing the appropriate approach transition.
When turning onto an arc, plan to lead your turn to avoid overshooting the
desired arc. A good rule-of-thumb is to lead desired DME indication by 1% of
your ground speed. For a 200 knot ground speed, lead 2 miles, and so forth.
Keeping the bearing indicator near the wing tip will keep you close to the
desired arc. Flying in a series of short, straight legs is usually the best technique
to use. Do not attempt to fly in a continuous bank.
The DME indication will be the same as the published DME distance each time
the VOR-RDMI needle passes through the wing tip position. If you drift off the
arc, make as small a correction as is practicable to return to the arc, correct 10°
for each Vi mile outside the arc, and 5° for each l A mile inside the arc. Since a
graphic presentation of the station's position is important to flying a DME arc,
do not attempt this maneuver with the bearing indicator inoperative.
For most DME transitions, a lead of approximately 10° will be adequate for
turning from the arc to the final approach course (at 15 NM from the station,
10°of arc is equivalent to 2 Vi NM).
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PRECISION APPROACHES
General
A precision approach is an approach where electronic glideslope information is
available.
On approaches which incorporate minimums of a Decision Altitude (DA), or a
Decision Height (DH), the aircraft is descended on the glideslope and a decision
to either land or execute a missed approach must occur at or before the
appropriate minimums. A decision to continue the approach below minimums
requires adequate visual references as per this chapter, and the aircraft must be
in a position to make a safe landing.
Note : For CAT III LAND 2 (DH) approaches all controlling RVRs must be
reported to be at or above charted minimums to continue below DH to
a landing.
On approaches which incorporate an Alert Height (AH), no specific visual cues
are required. However, the crew must continually monitor the aircraft to assure
the criteria for a successful landing are present.
Depending on weather conditions, an ILS may be accomplished with raw data,
with the flight director, or with the autopilot approach coupler.
ILS approaches with visibility reported above 2400 RVR may be hand flown, or
flown with the autopilot approach coupler at pilot's discretion.
Note : A flight director or approach coupler must be used when visibility
below 4000 RVR or 3/4 mile.
ILS approaches in weather conditions reported or anticipated to be at or below
2400 RVR must be flown using Continental Airlines monitored approach
procedures. If the crew has begun the approach using standard ILS procedures
and weather conditions subsequently decrease below 2400 RVR, the aircraft
may continue as briefed at Captain's discretion. Attempting to establish
monitored approach procedures and configuration once the approach has
commenced is not recommended.
When conducting approaches to RVRs reported to be at or below 2400 (720
meters), the flight crew will brief the category of approach having the lowest
minimum for which the aircraft, ILS facility, and flight crew are capable of
conducting even if the latest reported weather would permit a category of
approach that has a higher minimum.
Aircraft procedures are covered on the flight profile and procedure chart. This
profile may be modified to suit local traffic and ATC requirements.
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Autothrottles
The autothrottle design features include automatic gust compensation.
Therefore, it is not necessary to set gust or wind strength corrections on the
speed selector. The system will handle the normal wind conditions encountered
during the final approach and landing. However, flight crews must be alert for
any unusual or extreme windshear conditions, and be ready to take manual
control of the aircraft to complete the approach and landing or execute a go-
around.
CAT II / III Status Annunciator Placard
The mechanical maintenance status annunciator is located on the Captain's
instrument panel. The CAT II / III status annunciator is used to indicate the
maintenance status of the aircraft in terms of the lowest minima authorized in
conjunction with the Minimum Equipment List. The following nomenclatures
will be indicated by the mechanical status annunciator:
land 3 - CAT II / III approaches can be conducted using LAND 3
procedures.
land 2 - CAT II / III approaches can be conducted using LAND 2
procedures.
cat I only - Category I only
The mechanical status annunciator is changed only at CAL maintenance
stations. At non-maintenance stations, notify system control of any changes
prior to dispatch.
Standard ILS Procedures
The transition to the approach may be completed using lnav and vnav if a
complete arrival procedure to the localizer and glideslope capture point has
been selected via the CDU. If so, the LEGS page sequence and altitude
restrictions must reflect the ATC clearance. The lowest ATC clearance altitude
or, when cleared for a published procedure, the lowest published altitude for
that procedure will be set in the MCP ALT SELECT window.
Avoid the tendency for both pilots to be "heads-down" during the approach.
Timely use of hdg sel/trk sel or hdg hold/trk hold and altitude intervention
may be appropriate. In some cases, such as high-density traffic, busy ATC
environment, or when an arrival procedure is desired for reference, revising the
FMC flight plan may not be appropriate. In those cases, displaying the
OFFPATH DESCENT circles on the map provides vertical flight path guidance
that may assist in planning the approach.
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If displaying the arrival procedure is not desired, perform a DIRECT TO or
INTC CRS TO the final approach course on the CDU to clean up the ND.
The arrival procedure may be flown using hdg sel / trk sel or lnav for lateral
tracking and vnav, flch, vs, or fpa for altitude changes, vnav is the preferred
descent mode when the FMC flight plan is programmed for the intended arrival.
When vnav is not available, use flch.
During the arrival, adjust the map display and range to provide an appropriately
scaled plan view of the area. Select only the data from the EFIS control panel
required for the arrival. This ensures the map display is not overly cluttered.
When on intercept heading and cleared for the approach, select the app mode
and observe the loc and gs arm annunciation's on the PFD.
Note : While maneuvering for the approach, it is company policy that ATC
imposed heading, altitude, and airspeed changes be accomplished by
using MCP inputs to the AFDS rather than by reprogramming the
FMC. However, it is acceptable to edit the FMC for intercepting the
localizer.
Localizer Capture
A 30° intercept angle is optimum. Higher intercept angles and airspeeds may
cause course overshoot, app mode should be armed prior to localizer activation
to avoid undesirable overshoots. Localizer capture occurs at a variable point
dependent on intercept angle, speed, and localizer deviation and rate, but never
at less than l A dot.
For normal localizer intercept angles, very little overshoot will occur. Bank
angles of up to 30° may be commanded during the capture maneuver. For large
intercept angles some overshoot can be expected. When localizer capture
occurs, the selected heading bug automatically slews to the inbound course. At
localizer capture, the FMA roll mode annunciates a green loc (engaged), and
pitch mode annunciates a white G/s (armed).
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G/S Capture
When the glideslope is at two dots deflection, on an ILS approach, the PF
announces "FLAPS 20, SPEED."
At 1 dot glideslope deflection the PF will call "GEAR DOWN, LANDING
CHECKLIST."
When glideslope capture occurs, the PF will call for "FLAPS 30 TARGET." At
this point, the FMA pitch mode annunciates G/s engaged (green). The ga mode
of the AFDS arms at leading edge slat extension but is not annunciated. The
A/T maintains selected speed using ga Ni limits.
Note : The above profile will result in glideslope intercept and aircraft
configured for landing with minimum power adjustments assuming the
aircraft has all systems operating and no unusual ATC considerations
exist. The PF may modify the profile as necessary to meet the needs of
the situation. (For example, extending the gear before the flaps are at
20 to decelerate the aircraft.)
The A/P (if desired) should be engaged, the app mode selected, and the aircraft
stabilized on localizer and glidepath prior to descending below 1,000' RA.
Course Guidance
The final approach segment of a Category I, II, or III ILS begins at the point in
space on the localizer course where the published glideslope intercept altitude
(height) intersects the nominal glidepath (FAF). Descent on the final approach
segment must never be initiated until the aircraft is within the tracking tolerance
of the localizer. The ILS obstacle clearance criteria assume that the pilot does
not normally deviate from the centerline more than a half scale deflection (1 dot)
after being established on track. Failure to remain within this tolerance,
combined with failure to remain within the glideslope tolerances, could place
the aircraft outside protected obstacle clearance airspace.
During the final approach segment, the following parameters apply:
• Localizer deviation: +/- 1 dot
• Glideslope deviation: +/-1 dot
• Airspeed: -5/+ 10 knots of target
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Exceeding any of the above listed parameters is indicative of an unstabilized
approach. Deviations from the localizer and/or glideslope parameters are
acceptable only for brief periods of time, and only if positive action is being
taken to correct the deviation. It is recognized that ATC instructions often
necessitate airspeeds higher than optimum during the initial portions of an ILS
approach. When operationally desired, higher than normal airspeeds can be
flown until the aircraft is in the stabilized approach regime (by 1,000' AGL).
Unstabilized approaches must not be allowed to continue below 1,000' above
field elevation.
Limitations and restrictions while conducting Category II and Category III
approaches are, in many cases, more restrictive. Refer to the Category II/III
portion of this section for specific guidance.
Decision Regime Performance Limits
The decision regime is from 500' above the TDZE to the ground. Performance
limits in the decision regime are:
1 . Airspeed - Plus or minus 5 knots of target speed.
2. Glideslope - Significant deviation not to exceed 1 dot high or low.
3. Localizer - Less than 1 dot deviation on the expanded scale.
4. Illumination of any warning / caution light not previously deemed
acceptable for the approach - none allowed.
Note : To avoid distractions or potential confusion when the aircraft is
below 500' above touchdown zone elevation (TDZE), any initial /
new warning light or warning flag that comes into view in the
decision regime requires a missed approach even if that warning
light or flag would be acceptable under the equipment required
section of CAT II/III operations. A warning light or flag that has
been identified prior to the decision regime, and does not
disqualify the aircraft from a CAT II/III approach, is acceptable in
the DECISION REGIME.
5 . Raw data must match up with computed data.
6. Rate of Descent - Maximum of 1,000 feet per minute.
7. Maximum stabilized crab angle of 10°.
8. EGPWS activation - none allowed.
9. During autoland operation, flare must be armed and annunciated.
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Any violation of performance limits in the decision regime mandates an
immediate go-around. Prior to the Captain taking control of the autopilot, the
Captain will command and the First Officer will execute the go-around. After
the Captain has taken control the First Officer will advise of deviations beyond
performance limits, and the Captain will execute the go-around.
Raw Data ILS Approach
ILS course deviation is displayed on the PFD. ILS course deviation may also be
displayed on the ND by selecting the Approach mode. The localizer course
deviation scale on the PFD will remain normal scale during the approach and
not change to expanded scale at approximately 5/8 dot, as happens with FD
and/or autopilot engaged and localizer captured. The raw data displayed on the
PFD may be used for the approach and the ND left in the map mode. The map
display will be updated during the approach by localizer information and DME
if the facility is so equipped. Continue to crosscheck the map display against the
PFD raw data.
The magnetic bearing information on the ND may be used to supplement the
PFD localizer deviation indication during initial course interception. Begin the
turn to the inbound localizer heading at the first movement of the localizer
pointer.
After course intercept, the track line and read-out on the ND may be used to
assist in applying proper drift correction and maintaining desired course. Bank
as necessary to keep the localizer pointer centered and the track line over the
course line. This method automatically corrects for wind drift with very little
reference to actual heading required.
Large bank angles will rarely be required while tracking inbound on the
localizer. Use 5° to 10° of bank angle.
On precision approaches (with both engines operating), when the glideslope is
at two dots, the PF should call for "FLAPS 20, SPEED." At one dot "GEAR
DOWN, LANDING CHECKLIST." When intercepting the glideslope, call for
"FLAPS 30, TARGET." This procedure will result in minimal trim and power
adjustments. To stabilize on the final approach speed as early as possible, it is
necessary to exercise precise speed control during the glide slope intercept
phase of the approach. The rate of descent will vary with the glide slope angle
and ground speed. Expeditious and smooth corrections should be made based
on the ILS course and glide slope indications. Apply corrections at
approximately the same rate and amount as the flight path deviations.
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At 1000 ft. AFE the PF calls "CHECK MISSED APPROACH ALTITUDE."
The PM sets the missed approach altitude and the PF verifies.
Missed Approach
To accomplish the missed approach procedure, simultaneously apply go-around
thrust, call "MINIMUMS GOING AROUND, FLAPS 20" and rotate towards
15° pitch attitude. Call "CHECK POWER" and verify go-around thrust is set.
At a positive rate of climb call "POSITIVE RATE, GEAR UP, CHECK
MISSED APPROACH ALTITUDE" and adjust the pitch attitude to maintain
bug speed. Above 400' call "HEADING SELECT" or "LNAV" as
appropriate. At 1000' above field elevation, call "CHECK TOP BUG" (set the
MCP selected speed bug to the maneuvering speed for the desired flap setting).
Retract flaps on speed schedule. Accomplish the missed approach procedure as
illustrated on the approach chart.
If a turning missed approach is required, accomplish the missed approach
procedure through gear up before initiating the turn. Delay further flap
retraction until a safe altitude and appropriate speed are attained.
Coupled Autopilot Approach (Autoland)
AFDS Status Annunciator (ASA)
During autopilot coupled approaches, the ASA should indicate either land 3
(indicating all three A/P systems, with their aircraft system inputs, are operating
normally), or land 2 (indicating a minimum of two A/P systems, with their
aircraft system inputs, are operating normally). The indications annunciate
below 1500' RA with loc and G/s captured.
no autoland (amber) indicates a fault condition exists, precluding the use of the
autopilot below 200 feet.
Below 1,500' radio altitude, the flare and rollout modes are armed, the AFDS
displays land 3 / land 2. AC 120-28D requires verification of AFDS
annunciation prior to descent below 600' AGL (no verbal callout is required). If
an AFDS change, or system fault, occurs that requires higher weather
minimums, do not continue the approach below the AH/DH (as applicable).
Note : Autolandings from ILS approaches which are not associated with
active CAT II or CAT III procedures may not have the signal accuracy
and/or the antennae protection required for consistently predictable
results.
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Runway Alignment
Runway alignment is a submode of the approach mode. With crosswinds, the
crab angle is reduced at touchdown. Runway alignment also compensates for a
single engine approach.
For crosswinds requiring more than 10° of crab angle, runway alignment occurs
at 500' AGL. A sideslip of 5° is established to reduce the crab angle. This
configuration is maintained until touchdown. The aircraft lands with the upwind
wing low.
For crosswinds requiring a crab angle of between 5 and 10°, an initial alignment
occurs at 500' AGL, followed by a second alignment at 200' AGL. The initial
alignment initiates a sideslip to reduce the crab angle to 5°. This configuration
is maintained to 200' AGL, where a second sideslip alignment increases the
sideslip to further reduce the touchdown crab angle.
For crosswinds requiring a crab angle of less than 5°, no runway alignment
occurs until 200' AGL, where a sideslip is introduced to align the aircraft with
the runway.
If an engine fails prior to the approach, the AFDS introduces a sideslip at 1,300'
AGL. This establishes a wings level configuration. If an engine fails during the
approach, the wings level configuration is established when the engine failure is
detected.
In the event of moderate to strong crosswinds from the side opposite the failed
engine, no wing level sideslip is commanded, since the aircraft is already
banked into the wind.
Autoland Callouts
To conduct an autoland the AFDS must indicate either land 3 or land 2. In
addition to normal precision approach calls, at 500 ft RA the PM calls "500,"
and the PF responds "LAND 3" or "LAND 2," as appropriate.
Flare and Rollout
At approximately 50' radio altitude, the autopilots start the flare maneuver.
flare replaces the G/S pitch flight mode annunciation.
During flare:
• At approximately 25' radio altitude the autothrottle begins retarding the
thrust levers to idle.
• The PFD autothrottle annunciation changes from spd to idle.
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At touchdown, the flare annunciation is no longer displayed, and the nose is
lowered to the runway.
Between 60 and 40 feet (RA), flare changes from armed (white) to engaged
(green). No calls are necessary. If the annunciation does not show engaged
(green), an autolanding may still be performed if the Captain feels that the
aircraft is positioned for a safe landing and that safety will not be compromised.
At approximately 2 feet (RA), rollout engaged mode must be checked for
annunciation. If not annunciated, the landing may still be concluded if the
Captain feels that the aircraft is positioned for a safe landing and that safety will
not be compromised.
A/P Go-Around Mode
Go-Around (to/ga) mode is armed when the slats are extended or the glideslope
is captured. Arming is not annunciated. Go-around is engaged by pushing
either to/ga switch. The mode remains engaged even if the aircraft touches
down while executing the go-around.
If the flight director switches are not on, the flight director bars are
automatically displayed if either to/ga switch is pushed.
The to/ga switches are inhibited after radio altitude decreases through two feet
on landing, to/ga is enabled again three seconds after radio altitude increases
through five feet for a rejected landing or touch and go.
Caution : If to/ga is initiated after touchdown a manual go-around must be
conducted.
With the first push of either to/ga switch:
• The PFD's display roll and pitch guidance to fly the go-around
• The autothrottle engages in thrust (thr) mode for a 2,000 FPM climb
• The AFDS increases pitch to hold the selected speed as thrust increases
• If current airspeed remains above the target speed for 5 seconds, the target
airspeed is reset to current airspeed, (to a maximum of the ias/mach
window speed plus 25 knots).
With the second push of either to/ga switch:
• The autothrottle engages in the thrust reference (thr ref) mode for full go-
around thrust.
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TO/GA Level-Off:
• At the selected altitude, the AFDS pitch mode changes to altitude hold
(ALT)
• If altitude is captured, or if fpa or vs is engaged, MCP speed is
automatically set to:
The flap placard speed minus 5 knots
250 knots if flaps are up, or
A speed value entered in the ias/mach window after to/ga was pushed.
• to/ga remains the engaged roll mode until another roll mode is selected.
TO/GA Mode Termination:
• Below 400' radio altitude, the AFDS remains in the to/ga mode unless the
autopilot is disconnected and both flight directors are turned off.
• Above 400' radio altitude, select a different MCP pitch or roll mode.
• At selected altitude, AFDS pitch mode changes to alt and A/T mode
changes to spd, with thrust decreasing to maintain selected speed.
• to/ga remains the engaged roll mode until another roll mode is selected.
CAT I, CAT II and CAT III Low Visibility Approach Procedures
All low visibility approaches to RVR at or below 2400 will be conducted using
monitored approach procedures with the First Officer controlling the autopilot
during the approach, and the Captain landing.
Category I approaches (RVR at or above 1 800) should be autopilot coupled, but
may be handflown if the autopilot is inoperative.
Category II and III approaches (RVR less than 1800) will be autopilot coupled.
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Basic Operating Rules
Aircraft equipment requirements must be met. Refer to the Precision Monitored
Approach Briefing Guide, this section.
No CAT II/III approaches will be made when winds (including gusts) exceed 20
knots headwind, 15 knots crosswind, or 10 knots tailwind. If LLWAS or
windshear with airspeed gain or loss greater than 10 knots is reported, CAT
II/III approaches will not be flown.
Approaches conducted under Category II/III procedures require an autoland. In
cases of a failure that would require the aircraft to be manually flown prior to
touchdown, a missed approach would normally be the only safe course of action
(even if visual contact has been established with the touchdown zone).
Runway Visual Range (RVR)
CATEGORY
1
II*
III LAND 2 *
III LAND 3 *
RVR
>1800
< 1800
< 1000
<600
>1000
>600
MINIMUMS
DA
DH
DH
AH
>200
> 100
50
100
* CAT II/III not authorized without autoland.
A CONTROLLING RVR is one that is used to determine operating minima for
the approach. This concept prohibits the flight crew from beginning the final
approach segment (past the glideslope intercept point or GSIP) unless the last
reported RVR is at or above the minimums for the approach. All RVR
transmissometers that are controlling are required.
AN ADVISORY RVR is one that does not constitute minima for the approach
and provides flight crew information only. Advisory RVR transmissometers
may or may not be required, depending on the approach category. (See
Precision Monitored Approach Briefing Guide, this section.)
The controlling RVR concept does not prevent the flight crew from continuing
the approach to minimums if a below minimum RVR report is received after the
final approach fix.
Upon reaching minimums the pilot may land if flight visibility (as determined by
the pilot) does not become less than the visibility prescribed in the procedure
being flown, and the required visual reference is distinctly visible and
identifiable.
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Note : For CAT III LAND 2 all controlling RVRs must be reported to be at
or above charted minimums to continue below DH to a landing.
Operations to certain international destinations have unique
regulations concerning operations beyond the final approach segment
(example - United Kingdom). Refer to Jeppesen "Air Traffic Control"
section for specific guidance.
Note : For CAT III LAND 3 no visual reference is required.
Localizer Tracking
When performing an actual CAT II/III ILS approach and landing, flight crews
should closely monitor autoflight systems and ILS raw data during the approach
to ensure proper localizer tracking. The following operating practices, when
conditions permit, will significantly improve localizer tracking and provide
touchdown closer to runway centerline:
• The Aircraft should be stabilized on localizer and glideslope before passing
outer marker, or as soon as possible after passing final approach fix.
• Monitor ILS raw data throughout the approach.
Distortion of Localizer / Glideslope Beam
If distortion or oscillation of the localizer / glideslope beam occurs, the autopilot
system will attempt to follow the signal, resulting in undesirable aircraft
response. Erratic ILS signals are easily detected by noting the raw data
displays.
Note : There are restrictions on ground and air movements near Category II
and III runways during low visibility weather conditions. These ILS
Critical Areas are only protected by ATC when weather conditions are
less than or equal to reported ceiling 800' and/or visibility 2 miles.
Approach Control and Tower must be advised of "coupled" /
"autoland" approaches on initial contact, whenever weather minimums
are greater than 800/2 . When in doubt of critical area protection, state
your intentions. Even though critical area protection is in effect, the
possibility of these areas being violated by other aircraft and/or ground
vehicles is always present. This may result in guidance "beam
bending" (localizer / glideslope) and the possibility of
approach/runway excursion. Flight crew must diligently monitor
guidance information and be prepared to immediately disconnect the
autopilot during all phases of coupled operations. Attempts to
overpower the autopilot in lieu of disconnect will require extreme
control forces.
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The Importance of Visual Cues
Use of the autopilot to minimum authorized altitude (touchdown/rollout if
autoland, or 50 ft above TDZE if manual landing) is desired to prevent Duck
Under and allow the maximum amount of time for acclimation to visual cues
prior to autopilot disconnect.
Note : If no autoland is displayed the autopilot must be disconnected by 200'
above TDZE.
For CATEGORY II and III Operations, which incorporate a DH, the
importance of increased visual cues prior to, and during, descent below DH
cannot be overemphasized. DH is defined as a specified height above the
elevation of the touchdown zone at which a decision must be made to continue
the approach or to initiate a missed approach. At DH, the flight crew must be
satisfied that the total pattern of visual cues provides sufficient guidance to
continue the approach and landing, and that the aircraft is tracking so as to
remain within the lateral confines of the runway extended and if not, they must
initiate a missed approach. If the approach is continued, it is imperative that the
required visual reference be continuously maintained. Flight crews should
realize that visual cues can be lost after DH by encountering shallow fog, snow
flurries, or heavy precipitation. Whenever visual cues are lost after DH, the
flight crew should immediately initiate a missed approach.
Use of the landing lights is at the option of the Captain. Under certain
atmospheric conditions, the use of landing lights will actually reduce visibility at
decision height. Flight crews may find it advantageous to delay the use of
landing lights until after touchdown.
Missed Approach
Upon reaching minimums / AH, if the Captain has not called out "I HAVE THE
AIRCRAFT," the First Officer will execute a missed approach. The First
Officer will call out "MINIMUMS, GOING AROUND".
Should a missed approach become necessary after the Captain has called "I
HAVE THE AIRCRAFT," and taken control, the Captain will fly the missed
approach.
Under no circumstances will a landing be attempted after a go-around has been
initiated.
If unable to touchdown in touchdown zone (first 3,000'), go-around.
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Precision Approach Radar (PAR) Approach
Precision Approach Radar (PAR) provides the controller with azimuth, range,
and glideslope information. An approved approach lighting system enhances
the approach and allows lower landing minimums. If glideslope information is
not available to the controller, the PAR reverts to a Non-Precision approach
system. PAR procedures must include instructions for lost communications
procedures from the controller to the pilot. The final approach segment begins
at the final approach fix where the radar glideslope begins (not less than 3 NM
from the landing threshold) and ends at the decision height (minimum of 200 ft
above TDZ) where instructions to take over visually and land, or miss the
approach are received.
Pilots may expect accurate heading guidance to be furnished by the controller to
keep the aircraft aligned with the extended runway centerline. The controller
will provide advance notice of glideslope intercept approximately 10 to 30
seconds prior to actual intercept. The published DA will be provided only if
requested. If the aircraft deviates above or below the glidepath or left or right of
centerline, the pilot will receive advisory information from the controller using
the phraseology "slightly" or "well" above or below or left or right of desired
path. Trend information is provided by the phraseology "rapidly" or "slowly" in
reference to closure to or deviation from the desired path. Range information
from touchdown is provided at least once each mile while on final approach. A
pilot may expect to be issued a go-around (missed approach) if the aircraft
proceeds outside specified safety zone limits, unless the runway environment is
in sight. After Decision Altitude (DA), advisory course and glideslope
information will be issued until the aircraft passes over the runway threshold.
PAR approaches will be briefed and flown in accordance with the published
PAR approach procedure. In general, the approach is flown using the MCP in
hdg sel for roll and fpa or for pitch control. The pilot will not engage lnav or
vnav while conducting a PAR approach. Because ATC provides all azimuth,
range and glideslope information, both pilots may be in the map mode. The
approach may be built on the CDU. However, displayed lnav/vnav information
is to be used for reference only and it is mandatory to comply with all controller
instructions issued during the approach.
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ILS PRECISION RUNWAY MONITOR (PRM) APPROACH
In Range
• Review Jepp 1 1-0 PRM instructions and planned PRM approach plate.
• The following systems must be operational:
ILS (Cat I)
Transponder
Two VHF radios
• Advise ATC if unable to perform PRM approach.
Approach
• Set the PRM monitor frequency in #2 VHF radio. Adjust VHF 1 & 2
volume controls to ensure both pilots can hear both radios.
• Both pilots monitor both radios, transmit only on tower frequency.
• Unless contrary to Jepp 11-0 PRM instructions, TCAS should be left in
TARA. If a TCAS RA and ATC Traffic Alert occur simultaneously, follow
the RA climb / descent and execute the ATC turn instruction.
Actions In Event Of A Traffic Alert (Breakout)
Pilot Flying
• Immediately disconnect the autopilot and manually fly the aircraft to the
assigned heading and altitude (descent rates greater than 1,000 FPM are not
required).
• Do not disconnect the autothrottles.
• Do not push TOGA.
• Do not change aircraft configuration (flaps or gear) until established
on the new heading.
• Autopilot may be re-engaged after established on new heading and PM
confirms MCP reprogrammed.
Pilot Monitoring
• Turn both Flight Director switches OFF.
• Set the assigned heading and altitude in the MCP.
• Turn both Flight Director switches ON.
• Push FLCH.
• Push HDG SEL.
• Advise the PF that the MCP has been reprogrammed.
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One Engine Inoperative ILS Approach
For one engine inoperative ILS approach differences, refer to Section 2.7
(Engines & APU Non-Normals) in the Bill Flight Manual under "One Engine
Inoperative Approach, Landing and Missed Approach Procedures."
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Ill
Flight Manual
Continental
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CLEARANCE
Turn left heading 030 intercept
the localizer maintain 2,000 ft.
Until established cleared ILS
approach runway 36L
PF
PF
CAT I ILS Non-Monitored/Manual Profile (VNAV)
PF
Flaps Five, Speed"
Arm APP / LOC Mode
"Approach Checklist"
SPD
HDG SEL
VNAV PTH
FLT DIR
Flaps One, Speed"
• PM selects the flaps to the 5 degree position
• PM sets flaps 5 maneuvering speed in the ATS window on the MCP
SPD
HDG SEL VNAV PTH
FLT DIR
• PM selects the flaps to the 1 degree position
• PM sets flaps 1 maneuvering speed in the ATS
window on the MCP
When cleared for the Approach:
» On intercept heading PM selects, as appropriate, the APP / LOC Mode
• BOTH PILOTS verify that the LOC and GS, as appropriate, arm on the
SPD
HDG SEL
VNAV PTH
LOC
GS
FLT DIR
SPD
LOC
VNAV PTH
GS
and sets the Glide Slope intercept altitude on the MCP
FMA and that the Glide Slope intercept altitude is set on the MCP
NOTES: 1 . If above the GS intercept altitude when cleared for the approach, set the GS intercept altitude
(for VNAV) or the next altitude restriction (for FLCH) in the MCP altitude window.
2. If using LOC mode due to altitude constraints arm the APP Mode when level at or descending
through the last altitude constraint prior to the GS intercept altitude.
FLT DIR
SPD
LOC
GS
FLT DIR
IDLE
LOC
GS
2,000 ft.
1. No later than intercept heading and cleared for the approach
• PF Calls: "Approach Checklist'
• PM accomplishes the approach Checklist
2. At two dots below glide slope
• PF Calls: "Flaps Twenty, Speed"
• PM selects the flaps to 20° and selects the speed in the MCP
3. At one dot below the glide slope
• PF Calls: "Gear Down, Landing Checklist'
• PM places the gear handle down and accomplishes the Landing Checklist
4. At glide slope capture
• PF Calls: "Flaps Thirty, Target"
• PM selects the flaps to 30° and selects the target speed in the MCP
5. At 1 .000 ft. above TDZE
• PF Calls: "Check Missed Approach Altitude"
• PM/PF sets/verifies Missed Approach Altitude in the MCP altitude window
PM
"One Thousand"
"Check Missed
Approach Altitude'
5. "--^ At 1 .000 ft. TDZE
\
At 500 ft. TDZE
FLT DIR
PM
"Five Hundred"
"Four Hundred"
"Approaching
Minimums"
PM
."Approach Lights
In Sight"
• "Runway In Sight"
• "Minimums"
When PM has visual reference to land the call is:
*\ I
At 25 ft. RA, ATS to IDLE on FMA
Sec. 3 Page 184
Rev. 11/01/02 #9
Continental
111
Flight Manual
CLEARANCE
Turn left heading 030 intercept
the localizer maintain 2,000 ft.
Until established cleared ILS
approach runway 36L
CAT I & CAT II Monitored/Coupled Profile (VNAV)
PF
• "Approach Checklist"
PF
SPD
LNAV
VNAV PTH
A/P
Flaps One, Speed"
PM selects the flaps to the 5 degree position
PF sets flaps 5 maneuvering speed in the ATS window on the MCP
SPD
LNAV VNAV PTH
A/P
> PM selects the flaps to the 1 degree position
' PF sets flaps 1 maneuvering speed in the ATS
window on the MCP
/ / When cleared for the Approach:
/ / • On intercept heading PF selects, as appropriate, the APP / LOC Mode
// and sets the Glide Slope intercept altitude on the MCP
r • BOTH PILOTS verify that the LOC and GS, as appropriate, arm on the
FMA and that the Glide Slope intercept altitude is set on the MCP
NOTES: 1 . If above the GS intercept altitude when cleared for the approach, set the GS intercept altitude
(for VNAV) or the next altitude restriction (for FLCH) in the MCP altitude window.
2. If using LOC mode due to altitude constraints arm the APP Mode when level at or descending
through the last altitude constraint prior to the GS intercept altitude.
SPD
HDG SEL
VNAV PTH
LOC
GS
A/P
SPD
LOC
VNAV PTH
GS
PF
"Flaps
Twenty,
Speed"
PF
PF
A/P
"Gear Down, Landing
Checklist"
"Flaps
Thirty,
Target"
SPD
LOC
GS
SPD
LOC
GS
ROLLOUT
FLARE
(LAND 3 / LAND 2 / NO AUTOLAND) 1
SPD
LOC
FLARE
ROLLOUT
A/P
(LAND 3 / LAND 2) 2
IDLE
LOC
FLARE
ROLLOUT
(LAND 3 / LAND 2) 3
IDLE
ROLLOUT
2 ' 000 ft At 1 .500 ft. TDZE CA/FO verify
The FO should assume the flying duties early in the approach
(No later than intercept HDG or, for straight in, 3 miles from OM.)
1. No later than intercept heading and cleared for the approach
• FO Calls: "Approach Checklist'
• CA accomplishes the approach Checklist \
2. At two dots below glide slope
• FO Calls: "Flaps Twenty, Speed"
• CA selects the flaps to 20° and verifies that the speed is set in the MCP
3. At one dot below the glide slope
• FO Calls: "Gear Down, Landing Checklist'
• CA places the gear handle down and accomplishes the Landing Checklist
4. At glide slope capture
• FO Calls: "Flaps Thirty, Target"
• CA selects the flaps to 30° and verifi es that the target speed is set in the MCP
5. At 1 .000 ft. above TDZE
• FO Calls: "Check Missed Approach Altitude"
• CA/FO sets/verifies Missed Approach Altitude in the MCP altitude window
NOTES: PF must disconnect autopilot at 200 ft. AFE if ASA shows (NO AUTOLAND).
For CAT II approach ASA must be LAND 2 or LAND 3.
The "Three Hundred" call is for a CAT II Approach only.
At DH the PM Calls: "Minimums".
(LAND 3 / LAND 2) 4
LAND 3/LAND2/NO AUTOLAND on the ASA 1 FLARE and ROLLOUT arm on FMA
FO
"Check Missed
Approach Altitude"
1^
CA
At 1 .000 ft. TDZE
At 500 ft. TDZE FO calls the appropriate ASA mode
\ When CA has visual reference to land the call is
• "Five Hundred"
• "Four Hundred"
• "Three Hundred"
"Approaching
Minimums, I'm
Going Heads Upjy
CA
^At 60 to 40 ft. RA. FO verifies FLARE on FMA
"iiS ^At 25 ft. RA. ATS to IDLE on FMA
4>v .At 2 ft. RA. FO verifies ROLLOUT on FMA
Ill
Flight Manual
Continental
Sec. 3 Page 185
Rev. 11/01/02 #9
CLEARANCE
Turn left heading 030 intercept
the localizer maintain 2,000 ft.
Until established cleared ILS
approach runway 36L
(LAND 2) Monitored/Coupled Profile (VNAV)
1 1 PF
LNAV |VNAVPTH|
SPD
A/P
PM selects the flaps to the 5 degree position
PF sets flaps 5 maneuvering speed in the ATS window on the MCP
"Flaps One, Speed"
SPD
LNAV
VNAV PTH
A/P
' PM selects the flaps to the 1 degree position
' PF sets flaps 1 maneuvering speed in the ATS
window on the MCP
When cleared for the Approach:
• On intercept heading PF selects, as appropriate, the APP / LOC Mode
and sets the Glide Slope intercept altitude on the MCP
• BOTH PILOTS verify that the LOC and GS, as appropriate, arm on the
FMA and that the Glide Slope intercept altitude is set on the MCP
NOTES: 1 . If above the GS intercept altitude when cleared for the approach, set the GS intercept altitude
(for VNAV) or the next altitude restriction (for FLCH) in the MCP altitude window.
2. If using LOC mode due to altitude constraints arm the APP Mode when level at or descending
through the last altitude constraint prior to the GS intercept altitude.
SPD
HDGSEL
VNAV PTH
LOC
GS
SPD
LOC
GS
ROLLOUT
FLARE
LAND 2
A/P
SPD
LOC
VNAV PTH
SPD
LOC
FLARE
GS
ROLLOUT
PF
"Flaps
Twenty,
Speed"
PF
PF
A/P
SPD
LOC
GS
LAND 2 2
"Gear Down, Landing
Checklist"
"Flaps
Thirty,
Target"
A/P
IDLE
LOC
FLARE
ROLLOUT
LAND 2 3
IDLE
ROLLOUT
CA
LAND 2«
2,000 ft.
The FO should assume the flying duties early in the approach
(No later than intercept HDG or, for straight in, 3 miles from OM.)
1. No later than intercept heading and cleared for the approach
• FO Calls: "Approach Checklist'
• CA accomplishes the approach Checklist
2. At two dots below glide slope v ^
• FO Calls: "Flaps Twenty, Speed"
• CA selects the flaps to 20° and verifies that the speed is set in the MCP
3. At one dot below the glide slope
• FO Calls: "Gear Down, Landing Checklist'
• CA places the gear handle down and accomplishes the Landing Checklist
4. At glide slope capture
• FO Calls: "Flaps Thirty, Target"
• CA selects the flaps to 30° and verifies that the target speed is set in the MCP
5. At 1 .000 ft. above TDZE
• FO Calls: "Check Missed Approach Altitude"
At 1 .500 ft. TDZE CA/FO verify LAND 2 on ASA. FLARE and ROLLOUT arm on FMA
CA FO
"One Thousand"
"Check Missed
Approach Altitude"
"Five Hundred"
"Four Hundred"
"Three Hundred"
"Two Hundred"
"Approaching
Minimums, I'm
Going Heads Up"
At 1.000 ft. TDZE
\. At 500 ft. TDZE CA calls "LAND 2"
\ When CA has visual reference to land the call is:
CA
"I Have
The
Aircraft"
At 60 to 40 ft. RA. FO verifies FLARE on FMA
3*N^ At 25 ft. RA. ATS to IDLE on FMA
4>v.At 2 ft. RA. FO verifies ROLLOUT on FMA
> CA/FO sets/verifies Missed Approach Altitude in the MCP altitude window
NOTE: At 50 ft. RA the FO calls: "Minimums"
Sec. 3 Page 186
Rev. 11/01/02 #9
Continental
111
Flight Manual
CLEARANCE
Turn left heading 030 intercept
the localizer maintain 2,000 ft.
Until established cleared ILS
approach runway 36L
1.
CAT III (LAND 3) Monitored/Coupled Profile (VNAV)
PF
PF
Flaps Five, Speed"
SPD
LNAV
VNAV PTH
A/P
"Flaps One, Speed"
• PM selects the flaps to the 5 degree position
• PF sets flaps 5 maneuvering speed in the ATS window on the MCP
SPD
LNAV
VNAV PTH
A/P
' PM selects the flaps to the 1 degree position
' PF sets flaps 1 maneuvering speed in the ATS
window on the MCP
When cleared for the Approach:
• On intercept heading PF selects, as appropriate, the APP / LOC Mode
and sets the Glide Slope intercept altitude on the MCP
• BOTH PILOTS verify that the LOC and GS, as appropriate, arm on the
FMA and that the Glide Slope intercept altitude is set on the MCP
NOTES: 1 . If above the GS intercept altitude when cleared for the approach, set the GS intercept altitude
(for VNAV) or the next altitude restriction (for FLCH) in the MCP altitude window.
2. If using LOC mode due to altitude constraints arm the APP Mode when level at or descending
through the last altitude constraint prior to the GS intercept altitude.
SPD
HDG SEL
VNAV PTH
SPD
LOC
GS
LOC
GS
ROLLOUT
FLARE
A/P
SPD
LOC
VNAV PTH
GS
LAND 3
PF
"Flaps
Twenty,
Speed"
PF
PF
A/P
SPD
LOC
GS
SPD
LOC
FLARE
ROLLOUT
"Gear Down,
Landing Checklist"
V
"Flaps
Thirty,
Target"
A/P
LAND 3 2
IDLE
LOC
FLARE
ROLLOUT
LAND 3 3
IDLE
ROLLOUT
2,000 ft. l\
The FO should assume the flying duties early in the approach
(No later than intercept HDG or, for straight in, 3 miles from OM.)
CA
LAND 3 4
At 1 .500 ft. TDZE CA/FO verify LAND 3 on ASA. \FLARE and ROLLOUT arm on FMA
\^ CA FO
No later than intercept heading and cleared for the approach
• FO Calls: "Approach Checklist'
• CA accomplishes the approach Checklist
At two dots below glide slope v v
• FO Calls: "Flaps Twenty, Speed"
• CA selects the flaps to 20° and verifies that the speed is set in the MCP
At one dot below the glide slope
• FO Calls: "Gear Down, Landing Checklist'
• CA places the gear handle down and accomplishes the Landing Checklist
At glide slope capture
• FO Calls: "Flaps Thirty, Target"
• CA selects the flaps to 30° and verifies that the target speed is set in the MCP
At 1 .000 ft. above TDZE
• FO Calls: "Check Missed Approach Altitude"
• CA/FO sets/verifies Missed Approach Altitude in the MCP altitude window
"One Thousand
"Check Missed
Approach Altitude"
1^
• "Five Hundred"
• "Four Hundred"
• "Three Hundred"
• "Approaching
Alert Height, I
Have The Aircraft"
At 1 .000 ft. TDZE
At 500 ft. TDZE FO calls "LAND 3"
x At 100 ft. RA automated call. FO calls: "Alert Height'
At 60 to 40 ft. RA. FO verifies FLARE on FMA
*3>V^ At 25 ft. RA. ATS to IDLE on FMA
4*N^,At 2 ft. RA. FO verifies ROLLOUT on FMA
CONTINENTAL AIRLINES B777 PRECISION
CAPTAIN (PM)
FIRST OFFICER (PF)
(MSL above TDZE)
"1,000" ►
"Check Missed Approach Altitude"
5UU ►
- Announce AbA. lanu o
"400"
or
"300"
"LAND 2"
"200" (CAT III LAND 2 only)
or
"NO AUTOLAND"
IF
(AH)
ALERT HEIGHT
(ASA LAND 3)
(DH / DA)
DECISION HEIGHT /ALTITUDE
(ASA LAND 3 / LAND 2 / NO AUTOLAND)
CAPTAIN
FIRST OFFICER
CAPTAIN
FIRST OFFICER
-At 100 feet above
Alert Height,
"Approaching
Alert Height,
I Have The
Aircraft" '
-At Alert Height
(After EGPWS call)
"Alert Height"
-If CA has not
taken control.
-At 100 feet above
Minimums,
"Approaching
Minimums, I'm
Going Heads Up"
- If visual acquired,
"I Have The »
Aircraft"
-At minimums and the
CA has taken control of
the aircraft,
"Minimums"
-If CA has not
taken control.
"Minimums, Going Around", "Flaps 20", "Check Power", "Positive Rate, Gear Up",
"Check Missed Approach Altitude"
(at 400 ft. AGL) "LNAV" or "HDG SEL", (at 1000 ft. AGL) "Check Top Bug"
AFTER TOUCHDOWN
During rollout, if either pilot notices the aircraft deviating from centerline, call "CENTERLINE" and the
Captain will disconnect the autopilot and correct manually toward the centerline of the runway.
MANDATORY MISSED APPROACH
BELOW 500 FEET TO ABOVE MINIMUMS
Change of ASA (CAT II and CAT III)
Loss of required aircraft component
Loss of required ground component
Exceeding a performance limit
PERFORMANCE LIMITS (500 feet to Flare)
Glideslope deviation < one dot
Localizer deviation < 1 dot (expanded scale)
Airspeed + 5 knots of target
Maximum rate of descent is 1 ,000 FPM
Maximum stabilized crab angle is 10°
No new warning lights or flags allowed
Raw data must match computed data
No GPWS activation
BELOW MINIMUMS
NO AUTOLAND (CAT II & III)
Out of a normal landing position
Loss of required visual references
Not on the runway in the TDZ
WIND LIMITS (Including Gusts)
Maximum headwind - 20 knots
Maximum crosswind -15 knots
Maximum tailwind -10 knots
No LLWAS
No reported windshear gain or loss greater than
10 knots
Note : Double outline area signifies minimum crew brief.
Form # 24.61 00 M&E # 00-0703-3-1 651
NITORED APPROACH BRIEFING GUIDE
• If anything other than the briefed ASA indication is displayed after passing 1500 feet,
consideration should be given to missing the approach and rebriefing the new ASA.
• Prior to the "I HAVE THE AIRCRAFT" call, the First Officer will execute the missed
approach procedure, if needed.
• After the "I HAVE THE AIRCRAFT" call, the Captain will execute the missed approach
procedure, if needed.
• At minimums, if the Captain has not said "I HAVE THE AIRCRAFT," the F/O will execute
the missed approach procedure.
NOTES :
(1 ) If landing with flaps 30° select flaps 20° on the missed approach.
(2) If landing with flaps 20° select flaps 5° on the missed approach.
CAUTIONS :
(1) The TO/GA switches are inhibited below 2 ft. radio altitude until 3 seconds after radio
altitude increases through 5 feet.
(2) UNDER NO CIRCUMSTANCES WILL A LANDING BE ATTEMPTED AFTER A
GO-AROUND IS INITIATED.
• Proper seat height is necessary to ensure optimum cut-off angle for a visual landing.
• Approaching minimums, the Captain should place his/her hand on the throttle quadrant in
anticipation of the "I HAVE THE AIRCRAFT" call and assuming control of the aircraft.
• It may be advantageous to delay using the landing lights until after touchdown, or not at all.
• Use of the autopilot to minimum altitude is advised:
LAND 2 / LAND 3 - Disconnect autopilot after landing and rollout.
NO AUTOLAND - Disconnect autopilot at 200 feet.
• Autobrake setting must be a minimum of 3 for CAT III landings to ensure compliance with
runway requirements.
• RVR < 1200 requires reported braking action of fair or better.
TO CONTINUE BELOW MINIMUMS, THE PILOT MUST ACQUIRE THE FOLLOWING :
CAT I (DA) - Sufficient "visual reference to the intended runway."
CAT II (DH) - Sufficient "visual reference with the CAT II lighting system" to
safely continue the approach on visual reference alone.
(Autoland required)
CAT III (DH) - Sufficient "visual reference with the touchdown zone or TDZ lights" to verify
landing in the touchdown zone and LAND 2 displayed. Crew may not
continue below DH unless RVR is reported at or above charted minimums.
CAT III (AH) - No visual references required and LAND 3 displayed.
WARNING : ROLLOUT MODE WILL DISENGAGE WITH HEAVY RUDDER PEDAL
FORCES.
Date: 11/01/02
FAA Approved 10/07/02
CREW QUALIFICATION
If the Captain has less than 100 hours in type, the following crew restrictions apply:
1 . CAT III Not Authorized 2. CAT II Authorized (Autoland required)
3. CAT I Authorized (Autopilot required) (Autoland required if operational)
AIRCRAFT
(After Dispatch Reference)
AFDS Status Annunciator (ASA) indicates aircraft capability, unless further restricted by
MEL, Maintenance CAT II / III Status Placard, Dispatch Release or Approach Chart.
AIRPORT REQUIREMENTS
Published chart for category of approach
Glideslope angle: Minimum 2.5° and Maximum 3.25°
All required approach navigation aids in service (ATC and NOTAMS will advise if not)
ALSF-1 or 2, or ICAO equivalent Note : (SFL not required for CAT III)
High Intensity Runway Lights (HIRL), TDZ Lighting and Centerline Lights (CL)
Full runway length (or dispatch approved reduced length)
Note : For RVR < 600 (175m), SMGCS or ICAO equivalent low vis taxi plan is required.
When the approach chart is issued with < 600 (175m) minimums, the airport has
an approved plan.
REQUIRED
EQUIPMENT
Autopilot (A/P)
FD Display
PFD
CATEGORY I
Coupled / Manual
> 1800 RVR
(550m)
1 ©
CATEGORY II
CATEGORY III
AUTOLAND REQUIRED
Coupled
< 1800 but
(550m)
> 1000 RVR
(350m)
LAND 2
> 600 RVR
(175m)
DH = 50 ft
LAND 3
< 600 RVR O
(175m)
AH = 100 ft
EICAS
(>1500 ft.)
BLANK
NO LAND 3
NO AUTOLAND
AIRCRAFT / APPROACH CAPABILITIES
ILS
AC Capability Approach
(ASA < 1 500 ft. ) Capability
LAND 3 CAT I /II /(IN-
LAND 2 CAT I / II / (III :
NO AUTOLAND CAT I Only
Minimums :
CAT I / II
Radio Altimeter
CAT III
AFDS FMA
600)
.600)
Charted (AH = 100ft RA)
Charted (DH = 50ft RA)
Charted (CAT II & III N/A)
AFDS ASA
AP Disengage Switch
0©
AP Disc Warning
YES
YES
YES
YES
MINIMUM / VISIBILITY REQUIREMENTS
Autothrottles
1 ©
(Prior to final approach)
Monitored Approach required with RVR < 2400ft (750m)
A/TDisc.SW
Rollout System
NO
NO
NO
YES
CAT I
CAT II
(Autoland Reg CAT II & I
CAT III
Thrust Reverse
NO
NO
NO
If < 600' RVR©
LAND 2
LAND 3
Anti-Skid
NO
NO
NO
If < 600' RVR©
MINIMUMS
Autobrakes
NO
NO
NO
If < 600' RVR©
DA = Charted (Baro)
DH = Charted (RA)
DH = 50 ft (RA)
AH = 100 ft (RA)
Ground Speed Ind
NO
NO
NO
If < 600' RVR©
Windshield Wipers
NO
Reg. when falling precipitation within 5 miles of landing field
TDZ
MID
RLO
Controlling
Required
If inop; MID may
be used and becomes
controlling and
required.
Advisory
Not Required,
Unless TDZ inop.
Advisory
Not Required
FEET
METERS
150
50
300
75
400
125
?VRs
Controlling
1600 (500m) Required
(without MID and RLO)
1000 (300m) Required
(with RLO or MID)
Advisory
Not Required,
Unless RLO inop.
Advisory
Required if TDZ is
<1600 (500m).
If inop, MID
may be used.
500
150
600
175
700
200
1000
300
Engines
1
1
1
Controlling
Required
600 (175m)
Controlling
Required
400 (125m)
Advisory
Required
or
Controlling
Required
400 (125m)
(if mid < 600)
Controlling
600 (175) or,
300 (75m) when
published.
If inop, MID and
RLO Controlling.
Controlling
300 (75m)
If inop, TDZ and
RLO Controlling.
O 300 RVR (75m) when authorized on approach plate.
© At least one Autopilot or Flight Director must be operational and used.
© If autopilot engaged below 1 500' AGL, both AP Disengage switches must operate.
© At least one autothrottle servo must be operational and used for all CAT III LAND 3 approaches.
© If all are inoperative, increase the additional field length requirement by 1 .3.
NOTES:
300 (75m)
Advisory
(if TDZ & MID > 600)
Controlling
(if TDZ or MID < 600)
If inop, TDZ & MID
Controlling.
EICAS message "NO AUTOLAND" ILS approaches are restricted to CAT I.
For CAT II and CAT III ILS approaches ASA must be "LAND 3" or "LAND 2".
For CAT III approaches with RVR < 600' the ASA must display "LAND 3".
1200
350
1600
500
1800
550
2000
600
2400
750
Ill
Flight Manual
Continental
Sec. 3 Page 189
Rev. 11/01/02 #9
NON-PRECISION APPROACHES
General
A non-precision approach is any kind of instrument approach where electronic
glideslope information is not provided by the primary ground based navigational
aid.
FAA regulations allow new generation aircraft to take advantage of the onboard
equipment capability to fly non-precision approaches utilizing a constant rate of
descent to follow the aircraft generated glide path to a decision altitude (DA)
verses a minimum descent altitude (MDA). In some cases this affords lower
minimums when using this VNAV capability. If a DA is not published for a
particular approach, the B777 policy is to add 50 feet to the published MDA,
and use this altitude as a Derived Decision Altitude (DDA). The B777 aircraft
demonstrated altitude loss during automatic go-around is never more than 27
feet, therefore this will ensure that the aircraft does not descend below the
published MDA if a missed approach is initiated at the DDA. If a DA is
published, it is acceptable for the aircraft to descend below the DA during the
execution of the missed approach (as is the case when using a ground based
electronic glideslope).
Note : If the approach plate has a ball note in the profile section of the chart
stating, "Only authorized operations may use VNAV DA in lieu of
MDA," the use of the DDA is not required. An obstacle assessment
has been completed for the visual segment of the approach allowing a
descent below MDA on a missed approach. Continental Airlines is an
authorized operator, and all Continental Boeing crews can use the
charted MDA as a DA when using VNAV vertical guidance.
The FMC is capable of computing a very accurate vertical path to the runway
when the proper information is entered. This will provide a much more
accurate and stabilized method of descending the aircraft. The aircraft is
descended along this artificial path until the DA/DDA is reached. The path is
normally followed by using VNAV with speed intervention, but can be flown
using FPA or V/S until the DA/DDA is reached. This technique allows the
aircraft to be flown at a stabilized descent rate to the DA/DDA at which point a
normal landing can be completed or a missed approach accomplished if
adequate visual references are not present. The DA/DDA coincides with the
visual descent point (VDP). This is a significantly different philosophy than the
old concept of descent to MDA and level flight to the VDP or MAP.
Sec. 3 Page 190 777
Rev. 11/01/02 #9 Continental Flight Manual
The following policies will apply to the execution of these approaches:
• All non-precision approaches will be flown using the autopilot (and
autothrottles if available).
• The preferred method to fly the path from the Final Approach Fix is VNAV
with speed intervention. (If VNAV is not available or desired, then FPA or
V/S, in that order of preference).
• All constant rate of descent non-precision approaches in weather conditions
reported or anticipated to be below 5000 RVR or below 1 statute mile, will
be flown using Continental Airlines monitored approach procedures.
• If a vertical path is not present (i.e., if a VNAV Path Deviation Scale
(VPDS) is absent at the FAF inbound), the approach should normally be
missed and the discrepancy resolved prior to initiation of another approach.
If the path is not present on the subsequent approach, such as during an
equipment malfunction, an appropriate constant rate descent to the
DA/DDA may be utilized. A descent rate of approximately 3° FPA or a
V/S not to exceed 1500 fpm rate of descent from the FAF inbound should
be used in this situation of a vertical path not being present . V/S shall not
exceed 1000 fpm at and below 1000' above TDZE. Some charts provide
guidance for descent rates appropriate for a particular approach with
different ground speeds. Some approaches will require simple calculations
of required vertical speed to arrive at the DA/DDA coincidentally with the
VDP when the vertical path is not present.
• The primary underlying navigation aid (VOR, NDB, LOC, etc.) must be
operational in order to execute an approach that is titled solely by that
specific navaid (i.e., NDB Rwy 26 or VOR Rwy 13). However, if the
approach has multiple options listed in the procedure identification, and the
alternate NAV source will provide suitable guidance, then the ground
based navaid may be inoperative (i.e., NDB or GPS Rwy 24R or VOR or
GPS Rwy 07L/R). Also, if the instrument approach procedure is
retrievable from the airborne database, then GPS alone may be used to fly
the approach.
Ill
Flight Manual
Continental
Sec. 3 Page 191
Rev. 11/01/02 #9
LNAV / VNAV Approach
FMC Set Up
In order to use LNAV and VNAV, a proper series of legs/waypoints which
denote the approach and missed approach procedure must be present on the
LEGS page. It is important to program the target speed and altitude for the
FAF in order for the FMC to correctly calculate and manage deceleration points.
This will insure the aircraft does not have excessive energy (speed or altitude)
at the FAF. Although there are several methods of programming the FMC, the
following are the most common:
• Data Base Selection
An approach procedure selected through the CDU DEP/ARR page
provides the simplest method of selecting proper waypoints. Procedures in
the data base comply with obstruction clearance criteria for non-precision
approaches.
Caution : Data base selection is the only authorized method of loading
waypoints for an RNAV/GPS approach procedure.
Note : An approach stored in the data base as a non-precision approach
will meet all step-down fix requirements and while a cross check
of raw data for the crossing fix is appropriate, it is not necessary to
insert such fixes into the LEGS page.
• Approach Overlay
If the approach to be flown is not listed, select an approach with the same
or similar plan view to use as an overlay (ILS for NDB or ILS G/S
inoperative) if available. Insert target speed at the final approach fix.
Verify the altitude of the Final Approach Fix; it may need to be changed
from the Glide Slope Crossing Altitude. These altitude entries allow the
FMC to construct a vertical path to the runway. Finally, check that the
missed approach procedure agrees with the charted procedure.
• Manual Waypoint Entry
When there is no procedure available in the FMC data base, manual entry
of a series of waypoints may be accomplished to define the approach
routing. The waypoints may be defined by using names of waypoints or
navaids in the data base.
Sec. 3 Page 192 777
Rev. 11/01/02 #9 Continental Flight Manual
Manual entry increases the workload and should normally be completed
prior to top of descent. Because procedure turns and DME arcs cannot be
manually entered (unless they can be defined by a series of waypoints),
such turns may require use of the MCP trk sel or hdg sel mode. Such
deviation from the defined route may require use of direct to or INTC CRS
TO when intercepting the Final Approach Course.
Displays
The use of the map mode is encouraged. The map display provides a plan view
of the approach, including final approach and missed approach routing and
increases crew awareness of progress and position during the approach. Raw
data information from VOR, NDB, and LOC facilities must be monitored on the
PFD/ND displays as appropriate. Additionally, consideration should be given
to the use of the TERR pos on the EFIS control panel when near significant
terrain. Providing both GPS receivers are functional and are updating the FMC
position, neither pilot is required to have his EFIS control in app or vor mode
during descent or approach provided the raw data is monitored on PFD/ND.
Caution : If a disagreement between LNAV and the raw data information
exists, use of LNAV must be terminated and raw data information
followed using trk sel or hdg sel.
Pilots must not allow themselves to become involved in excessive heads down
FMC manipulation at low altitude. Raw data VOR, ILS and ADF displays
should be used in the traditional manner to avoid such distractions during high
workload phases of flight.
The map is useful when the inbound course is not aligned with the runway
centerline. The map will graphically display the difference between the
extended runway centerline and the published inbound course, allowing the
pilot to clearly determine the alignment maneuver required.
Note : For all non-precision approaches, timing is required only if the
published MAP point is time based and cannot be defined and
displayed on the ND map. This is for purposes of determining the
geographical point at which a turn or other constraint can be made
during the missed approach and not for the determination of when to
begin the missed approach procedure. The vertical portion of the
missed approach will be accomplished immediately upon arrival at the
DA/DDA if the required visual references for landing are not present,
regardless of the time from the FAF or time remaining to the MAP.
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Recommendations for each type of non-precision approach are:
• RNAV/GPS: Flown using the map mode only. Use of LNAV is required
for the approach (and missed approach if appropriate). The preferred
method to fly the path from the Final Approach Fix is VNAV with speed
intervention. (If VNAV is not available then FPA, or V/S, in that order of
preference.) There is no raw data back-up requirement. The crew must
insure the correct Required Navigation Performance (RNP) value appears
on FMC POS 2/3 if it is defined on the approach plate. This may
necessitate changing the defaulted RNP value (normally set at 0.50 NM in
the terminal area). Additionally, the crew must insure that the nav unable
rnp EICAS message does not appear after the FAF inbound and the aircraft
symbol must touch the active course line using the 10 mile scale, otherwise
a missed approach must be executed and the discrepancy resolved.
• LOC, LDA, and SDF: Use the map mode. Localizer is tracked using LOC.
When on an intercept heading select the loc mode and observe the LOC
arm annunciation on the PFD. At localizer capture the FMA roll mode
annunciates green loc (engaged) mode. Raw data course information and
localizer DME are displayed on both pilots PFD's. The preferred method
to fly the path from the Final Approach Fix is VNAV with speed
intervention. (If VNAV is not available then FPA, or V/S, in that order of
preference.)
• BC Localizer: Use the map mode. BC Localizer is tracked using LNAV.
Raw data course information and localizer DME are displayed on both
pilots PFD's. The preferred method to fly the path from the Final
Approach Fix is VNAV with speed intervention. (If VNAV is not
available then FPA, or V/S, in that order of preference.)
Note : There is no back course selection on the MCP, and the loc bc
signal cannot be tracked by the autopilot or flight director. The
front course is automatically selected on the NAV RAD page if
the BC approach is listed on the DEP/ARR page.
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• VOR: Use the map mode. LNAV should be used for tracking as long as no
disagreement with raw data is noted. Select the vor position of the vor/adf
switches on the EFIS CONTROL PANEL to display raw data information
on the needles. Cross check any stepdown restrictions with the raw data
DME; however, it is not necessary to enter these fixes since a stored
approach will honor all crossing restrictions. A missed approach will be
executed upon arrival at the DA/DDA regardless of the geographical
location of the published missed approach point, if the required visual cues
for landing are not present. The preferred method to fly the path from the
Final Approach Fix is VNAV with speed intervention. (If VNAV is not
available then FPA, or V/S, in that order of preference.)
Note : Normally, do not manually tune VOR frequencies or courses when
the approach is loaded from the FMC data base. They will be
automatically tuned for the procedure, and manual selection may
tend to clutter the display with the green course line.
There are some VOR approaches where the VOR itself is the missed
approach point (there is not a separate missed approach waypoint
"MAXXX"), and it is located near or beyond the runway threshold, such as
BOS VOR DME 33L. Hence, the path created from the FAF to the VOR
does not represent the desired vertical path to the runway. For these
particular approaches, use a FPA of 3 degrees or V/S of approximately 800
fpm consistent with approach geometry and ground speed. Disregard the
VPDS indications as they will be incorrect , in fact, reflecting the path from
the FAF to the VOR and it's associated crossing altitude. If followed, this
path will normally place the aircraft above the desired vertical path. These
approaches can be identified by reviewing the altitudes that are stored in
the procedure and recognizing that they do not define a usable vertical path.
• NDB: Use the map mode. LNAV should be used for tracking as long as no
disagreement with raw data is noted. Enter NDB frequency on NAV RAD
page of the FMC. Select the adf position of the vor/adf switches on the
EFIS control panel to display raw data information. The preferred method
to fly the path from the Final Approach Fix is VNAV with speed
intervention. (If VNAV is not available then FPA, or V/S, in that order of
preference.)
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• ASR: Use the map mode. HDG SEL should be used for tracking. ATC
provides all azimuth directions (and recommended altitudes on final, if
requested). Use FPA or V/S for the descent. Consider using the VFR
APPR selection from the ARRIVALS page if available for the particular
runway. The RWY EXT function from the ARRIVALS page may also be
used. A 3 VNAV path to the runway may be constructed by defining a fix
on the extended runway center line and inserting an appropriate altitude at
the fix (approximately 330' per NM) and 50' over the runway, i.e., a 6 NM
fix times 330' = 1980' + TDZE crossing over the 6 NM fix.
Approach Procedures
The aircraft should normally be configured as follows, however a particular
approach or specific ATC constraints may require minor modifications:
• The PF will call "FLAPS 1 , SPEED" not later than: downwind leg on a
rectangular pattern; 7 NM prior to the FAF on a straight in approach; or 3
NM prior to a procedure turn outbound.
• The PF will call "FLAPS 5, SPEED" not later than: beginning base leg on
a rectangular pattern; 5NM prior to the FAF on a straight in approach; or 1
NM prior to a procedure turn point outbound.
Engaging VNAV with speed intervention early is encouraged and will assist in
smoother flying and better monitoring of the approach. VNAV with speed
intervention should be engaged no later than 3 miles from the FAF. Plan the
approach so as to be stabilized prior to crossing the FAF in landing
configuration with speed stabilized at target.
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Final Approach
Set zero in the MCP altitude window only after VNAV with speed intervention
is engaged and after being cleared for the approach (prior to the FAF). Confirm
MCP altitude is set to zero, the FMA indicates VNAV PTH, and the FMC
LEGS page altitude is magenta. The FMA will continue to indicate VNAV
PTH during descent to DA/DDA. If using FPA or V/S, the FMA will indicate
ALT approaching the FAF and either FPA or V/S (depending on crew
selection) during the descent to DA/DDA.
• At 3 miles prior to the FAF, the PF will call "FLAPS 20, SPEED."
• At 2 miles prior to the FAF, the PF will call "GEAR DOWN, LANDING
CHECKLIST."
• At 1 mile prior to the FAF, the PF will call "FLAPS 30, TARGET." The
PM will complete the landing checklist.
The VNAV Path Deviation Scale (VPDS) indicates the vertical path. If VNAV
is not engaged, follow the VPDS using either FPA of approximately 3 or V/S
of approximately 700 - 800 fpm. Descent from the FAF inbound to the runway
when using FPA or V/S should be with reference to the VPDS. Maintaining the
VNAV path as indicated by a centered VPDS is desired. Deviations below a
centered VPDS are only acceptable if positive correction back to the VNAV
path is being made. Corrections for a late initiation of descent (VPDS shows
the aircraft is high relative to the computed VNAV path) will be made within
the following constraints:
Descent below 1000 ft. above TDZE shall not exceed 1000 fpm, regardless
of pitch mode utilized. The planned pitch mode must be included as part of
the Approach Briefing. A backup pitch mode should be briefed to follow
the VPDS if the planned mode is not attained
Note : Certain non-precision approaches contain guidance to provide a
constant rate of descent from the initial approach altitude to the
published MDA. This will be indicated on the approach chart by
a steady descending profile line and/or descent gradient charts
with minimum published altitudes and/or descent rates. In these
cases, the flight path must be controlled to remain at or above the
published profile altitudes. Using VNAV PTH or following the
VPDS will fulfill this requirement.
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Note : Certain data base stored non-precision approaches will not cause a
VNAV PTH descent until as much as 50 (fifty) seconds after
passing the FAF. This is because FAF altitude and distance from
the runway threshold would cause a very shallow immediate
descent. Normally, the FMC will not begin the descent on these
types of approaches until an approximate 3 path is achieved.
This delayed path descent feature should be anticipated by a
review of the approach chart vertical geometry and emphasized
during the approach briefing.
As the aircraft descends through 1000 ft. above the TDZE, the PM calls "1000"
and the PF calls "CHECK MISSED APPROACH ALTITUDE." Normally, the
PM sets MAP altitude in the MCP. Initially set the lowest altitude listed as a
restriction in the missed approach procedure and then subsequent altitudes
when appropriate, toga pitch mode will not honor intermediate restrictions if
the final altitude is set. At 100' above the DA/DDA the PM calls
"APPROACHING MINIMUMS" (and if executing a monitored approach, also
"I'M GOING HEADS UP"). The PM should attempt to visually acquire the
runway environment. The PF should continue to direct attention to the
instruments to ensure aircraft control until advised by the PM "APPROACH
LIGHTS (and/or RUNWAY) IN SIGHT." If executing a monitored approach,
the Captain will call "I HAVE THE AIRCRAFT" when adequate visual
references are established and take control of the aircraft. When the PF leaves
the DA/DDA, the PM will resume the monitoring and standard calls.
The autopilot must be disengaged not lower than 50' below published DA or
100' below PDA (this fulfills the necessity to disconnect by 50' below the
published approach MP A ). Using VNAV PTH to this point ensures the
aircraft is stabilized and on an approximate 3 path to the runway. The same
result should occur if using FPA or V/S and following the VPPS.
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Course Guidance
The final segment of the non-precision approach begins at the Final Approach
Fix (FAF) and ends at the Missed Approach Point (MAP). On non-precision
approaches with no depicted FAF (such as on airport radio facilities), the FAF
is considered to be located at the point where the aircraft is established inbound
on the final approach course from the procedure turn, and where the final
approach descent to MDA may be commenced.
During the final approach segment of a non-precision approach prior to
reaching DA/DDA, the following restrictions apply:
• Localizer deviation: 1 dot
• VOR course deviation: 1 dot or + / -5 deg.
• NDB: +/-5deg.
• Airspeed: -5 / +10 knots of target speed
• Cross Track Error: (RNAV/GPS only) Aircraft symbol must touch the
active course line using the 10 mile scale.
• Maximum rate of descent below 1000 ft. above TDZE: 1000 fpm
• Deviations from the VNAV computed path (VPDS) should not exceed 1/4
scale high or 1/8 scale low.
Other than a brief deviation, any exceedance greater than the above listed
parameters is indicative of an unstabilized approach and requires the execution
of a missed approach. It is recognized that ATC instructions often necessitate
airspeeds higher than optimum during the initial portions of an instrument
approach. However, unstabilized approaches must not be continued below
1000' above TDZE.
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Transition To Landing
Descent below DA/DDA requires visual conditions. Accomplish a missed
approach if the required visual conditions do not exist for landing, or if the
aircraft is not in a position to continue a stabilized descent to landing. The
parameters associated with stabilized approaches apply. After the decision has
been made to land, it is not appropriate to turn the flight directors off or attempt
to change pitch/roll modes. This phase of the approach from DA/DDA to
landing is a visual maneuver, and attempting to make the flight directors reflect
correct guidance commands below DA/DDA by changing modes is not
appropriate.
Note : Descent path created by the FMC may not coincide with VASI/PAPI.
When VASI/PAPI is available, use it to continue descent to the
runway.
Missed Approach
Upon reaching the DA/DDA, (regardless of the pitch mode utilized to descend
the aircraft), if the PM has not acquired the approach lights or the runway
environment, he/she will call "MINIMUMS." The PF selects to/GA, calls
"MINIMUMS, GOING AROUND," and executes the missed approach.
Note : If the autopilot is engaged, it should remain engaged. If the autopilot
has been disconnected after reaching the DA/DDA, rotate smoothly
towards 15 deg. pitch attitude and then follow flight director
commands.
TO/GA initially commands a go-around attitude and then transitions to speed as
the rate of climb increases. This speed is the existing airspeed or selected MCP
command airspeed, whichever is higher. TO/GA maintains existing ground
track. Passing 400' AFE, select lnav or hdg sel/trk sel as appropriate. On
approaches with DA/DDA's above 400' AFE, select lnav or hdg sel/trk sel as
appropriate after the "CHECK MISSED APPROACH ALTITUDE" call.
Accomplish the missed approach procedure. If a turning missed approach is
required, accomplish the missed approach procedure through gear up before
initiating the turn, unless there is a special procedure required by the approach
or Jepp 10-7 page. In the event of executing a missed approach prior to the
published missed approach point, initiate a climb toward the missed approach
altitude; however, do not begin a turn until reaching the published missed
approach point. For missed approaches that are not stored in the NAV data
base (such as a different missed approach procedure for the NDB as opposed to
the associated ILS) hdg sel/trk sel may be required to comply with the
procedure.
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The MCP selected airspeed bug should remain at the final approach speed until
1000' AFE (or special MAP altitudes). Accelerate to flap retraction speed by
calling "CHECK TOP BUG" (or speed for the desired flap setting). Retract the
flaps on schedule as the airspeed increases.
Circling Approaches
All Continental aircraft are considered Category D aircraft for purposes of
circling approaches.
Continental Airlines Operations Specifications requires any circling approach to
be conducted in weather conditions of at least 1000' ceilings and 3 miles
visibility. Therefore, if a circling approach is conducted it must be in weather
conditions equal to or greater than 1000 73 or Category D charted circling
landing minimums, whichever is higher.
Maintain a configuration of flaps 20, gear down at a speed of V REF 30 + 20 while
maneuvering at 1000 feet above field elevation or Category D circling MDA,
whichever is higher. This altitude must be maintained until in position to make
a normal descent to the runway. At that time, select landing flaps and reduce
speed to target. Complete the LANDING checklist.
A missed approach must be made whenever an identifiable part of the airport is
not distinctly visible once reaching minimums. To become established on the
prescribed missed approach course, the pilot should make an initial climbing
turn toward the landing runway and continue the turn until the aircraft is
established on the missed approach course or as directed by the control tower.
The PM should provide maneuvering instructions and/or monitoring of altitude
and airspeed as directed by the PF. Care should be taken to avoid a situation
where both pilots' attention is directed out of the flight deck. When the PF
begins the visual descent to the runway, the PM should closely monitor airspeed
and rate of descent.
Due to the VFR weather minimums of 100073 restriction, circling approaches
are not specifically trained or checked.
One Engine Inoperative Non-Precision Approach
For one engine inoperative non-precision approach differences, refer to Section
2.7 (Engines & APU Non-Normals) in the B777 Flight Manual under "One
Engine Inoperative Approach, Landing and Missed Approach Procedures."
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Turn left heading 030 intercept
the (LOC) maintain 2,000 ft.
Until established cleared (LOC)
approach runway 36L
PF
Non Precision Approach Coupled Profile (VNAV)
PF
PF
"Flaps Five, Speed"
SPD
LNAV
VNAV PTH
A/P
Flaps One, Speed"
• PM selects the flaps to the 5 degree position
• PF sets flaps 5 maneuvering speed in the ATS window on the MCP
Approach Checklist"
SPD
LNAV
VNAV PTH
A/P
• PM selects the flaps to the 1 degree position
• PF sets flaps 1 maneuvering speed in the ATS
window on the MCP
SPD
HDG SEL
VNAV PTH
LOC
A/P
When Cleared for the Approach:
• PF sets zero in the Altitude window on the MCP when cleared for the approach
• PM verifies that the zero is set in the Altitude window on the MCP
• On intercept heading PF selects the LOC or LNAV mode, as appropriate, on the MCP
• BOTH PILOTS verify that the LOC and LNAV, as appropriate, arm on the FMA
(When LOC /LNAV capture PF verifies/sets runway heading on the MCP)
"Flaps
Twenty,
Speed"
PF
PF
"Gear Down,
Landing Checklist"
V
"Flaps
Thirty,
Target"
SPD
LOC
VNAV PTH
A/P
2. At 3 miles 3. At 2 miles
At 1 mile
2,000 ft.
1. No later than intercept heading and cleared for the approach
• PF Calls: "Approach Checklist"
t PM accomplishes the approach Checklist
2. At 3 miles from the Final Approach Fix
• PF Calls: "Flaps Twenty, Speed"
PM selects the flaps to 20° and verifies that the speed
is set in the MCP speed window
3. At 2 miles from the Final Approach Fix
• PF Calls: "Gear Down, Landing Checklist'
• PM places the gear handle down and accomplishes the Landing Checklist
4. At 1 mile from the Final Approach Fix \,
• PF Calls: "Flaps Thirty, Target" (2 engines)
• PM selects the flaps to 30° and verifies that the target speed is set in the
MCP speed window
5. At the Final Approach Fix*
• BOTH PILOTS verify that zero is set in the MCP Altitude window and the aircraft begins a
Descent to the DA/DDA
6. At 1 .000 ft. above TDZE
• PF Calls: "Check Missed Approach Altitude"
• PM/PF sets/verifies the Missed Approach Altitude in the MCP altitude window
NOTES : • This VNAV profile assumes that all FMC/CDU speed and altitude constraints have been entered on the Legs,
VNAV Cruise, and VNAV Descent pages.
• The FMA pitch mode is VNAV PTH.
• If speed intervention is being used with the flaps one call (must be in speed intervention no later than 3 miles from FAF).
• The profile is flown with a constant rate of descent down to a Decision Altitude (DA) or a Derived Decision Altitude (DDA)
which is determined by adding 50 feet to the charted MDA.
• If the approach is in the FMC data base the aircraft may not begin a descent exactly at the final approach fix.
PM
"Approach
Lights In Sight"
"Runway In
Sight"
■ J\t 500 ft. TDZE
DA/DDA 390 ft. MSL
^v. At 50 ft. Below DA/100 ft. Below DDA. PF disengages Autopilot
At 25 ft. RA. ATS to IDLE on FMA
Note: TDZE is 10 ft.
Sec. 3 Page 202
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Continental
111
Flight Manual
CLEARANCE
Turn left heading 030 intercept
the (LOC) maintain 2,000 ft.
Until established cleared (LOC)
approach runway 36L
PF
Non Precision Approach Coupled/Monitored Profile (VNAV)
PF
"Flaps Five, Speed"
'Approach Checklist"
SPD
LNAV
VNAV PTH
PF
A/P
Flaps One, Speed"
• PM selects the flaps to the 5 degree position
• PF sets flaps 5 maneuvering speed in the ATS window on the MCP
SPD
LNAV
VNAV PTH
A/P
1 PM selects the flaps to the 1 degree position
1 PF sets flaps 1 maneuvering speed in the ATS
window on the MCP
SPD
HDGSEL
VNAV PTH
LNAV
A/P
When Cleared for the Approach:
• PF sets zero in the Altitude window on the MCP when cleared for the approach
• PM verifies that the zero is set in the Altitude window on the MCP
• On intercept heading PF selects the LOC or LNAV mode, as appropriate, on the MCP
• BOTH PILOTS verify that the LOC and LNAV, as appropriate, arm on the FMA
(When LOC / LNAV capture PF verifies/sets runway heading on the MCP)
SPD
LNAV
VNAV PTH
A/P
SPD
LNAV
VNAV PTH
5. FAF*
A/P
PM
"One Thousand"
PF
"Check Missed
Approach Altitude"
6.
At 1 .000 ft. TDZE
PM
■ "Five Hundred"
, "Approaching
Minimums I'm
Going Heads UP"
< jAt 500 ft. TDZE
2,000 ft. \
v
1. No later than intercept heading and cleared for the approach
• PF Calls: "Approach Checklist'
» PM accomplishes the approach Checklist
2. At 3 miles from the Final Approach Fix
• PF Calls: "Flaps Twenty, Speed"
• PM selects the flaps to 20° and verifies that the speed
is set in the MCP speed window
3. At 2 miles from the Final Approach Fix
• PF Calls: "Gear Down, Landing Checklist'
• PM places the gear handle down and accomplishes the Landing Checklist
4. At 1 mile from the Final Approach Fix
• PF Calls: "Flaps Thirty, Target" (2 engines)
• PM selects the flaps to 30° and verifies that the target speed is set in the
MCP speed window
5. At the Final Approach Fix*
• BOTH PILOTS verify that zero is set in the MCP Altitude window and the aircraft begins a
Descent to the DA/DDA
6. At 1.000 ft. above TDZE
• PF Calls: "Check Missed Approach Altitude"
• PM/PF sets/verifies the Missed Approach Altitude in the MCP altitude window
NOTES : • This VNAV profile assumes that all FMC/CDU speed and altitude constraints have been entered on the Legs, VNAV Cruise, and VNAV Descent pages.
• The FMA pitch mode is VNAV PTH.
• That speed intervention is being used with the flaps one call (must be in speed intervention no later than 3 miles from FAF).
• The profile is flown with a constant rate of descent down to a Decision Altitude (DA) or a Derived Decision Altitude (DDA)
which is determined by adding 50 feet to the charted MDA.
• If the approach is in the FMC data base the aircraft may not begin a descent exactly at the final approach fix.
NOTE : For monitored approaches the PM calls
"Approaching Minimums, I'm Going Heads Up"
100 ft. above the DA/DDA. When the runway
environment is in sight, calls "I Have The Aircraft."
PM
■ "Approach
Lights In Sight"
, "Runway In Sight"
■ "I Have The
Aircraft
DA/DDA 390 ft. MSL
\ At 50 ft. Below DA/100 ft. Below DDA. PF disengages Autopilot
At 25 ft. RA. ATS to IDLE on FMA
Note; TDZE is 10 ft.
CONTINENTAL AIRLINES B777 NON-PREC
SION APPROACH (NPA) BRIEFING GUIDE
FMC SET-UP
CALLOUTS
IF NPA Stored in Nav Database (VOR, loc, locbc, rnav):
4 DEP/ARR - 1 . Select NPA (and Transition if appropriate).
RTE LEGS - 1. Enter TGT speed for FAF.
2. Do not change altitudes for approach waypoints from the FAF inbound.
OR
NAV RAD - 1 . NDB Freqs as req. Select ADFA/OR switches. (Allow VORs to autotune.)
IF NPA Not Stored in Nav Database - (NDB, ils g/s out, GPS):
DEP/ARR - 1 . Select overlay approach with same lateral track inside FAF.
(ILS or RNAV for same runway and Transition if appropriate)
RTE LEGS ■
1 . Modify lateral segment outside FAF as necessary.
2. Verify/enter correct altitude for FAF.
3. Enter TGT speed for FAF.
4. Note any differences in Missed Approach Procedure.
NAV RAD - 1 . NDB Freqs as req. Select ADFA/OR switches. (Allow VORs to autotune.)
Pilot Monitoring (PM)
Above TDZE
"1000"
"500" (as req'd by DA/DDA)
(100' ABOVE DA/DDA)
"APPROACHING MINIMUMS"
(At DA/DDA)
"MINIMUMS"
"400"
"300"
"200"
Pilot Flying (PF)
"CHECK MISSED APPROACH ALTITUDE"
If a missed approach is required the callouts are:
i
DETERMINE MINIMUMS FOR THE APPROACH
Published Minimums = DA: Use DA as published
Published Minimums = MDA: Compute DDA (MDA + 50 ft.)
1 . Set Baro Mins on EFIS Control Panel.
2. Verify/modify RNP (POS REF pg 2 of 3).
Note: MDA may be used as DA if authorized by ball note on chart.
"MINIMUMS, GOING AROUND",
"FLAPS TWENTY (or FIVE)",
"CHECK POWER",
"POSITIVE RATE, GEAR UP",
"CHECK MISSED APPROACH ALTITUDE",
"LNAV or HDG SELECT" (400'),
"CHECK TOP BUG" (800' or 1000').
WHEN FLAP EXTENSION INITIATED
LANDING PROCEDURES
MCP - Select VNAV with Speed Intervention
1 . Push VNAV switch (closes MCP airspeed window).
2. Push Airspeed Select Knob (opens MCP airspeed window).
3. Select desired speed for configuration.
WHEN CLEARED FOR APPROACH
Note : If on assigned heading:
Intc Course To - Select appropriate approach waypoint when on vectors for approach.
MCP - 1 . Verify VNAV annunciated then set zero in MCP Altitude Select Window.
2. Select Roll Mode as appropriate:
LOC for Localizer, ILS G/S out, or LDA approach;
LNAV for all other approaches.
FMA - 1 . Ensure VNAV PTH indication no later than FAF passage.
1 . To continue below minimums the crew must have at least one of the following:
a. Approach Light System (below 100' red terminating or red side row bars must
be identifiable).
b. Threshold, threshold markings, threshold lights.
c. REILS.
d. Touchdown zone, touchdown zone markings, or lights.
e. Runway or runway markings.
f. Runway lights.
Note : A/P must be disconnected no later than 50' below DA (100' below DDA).
Caution : Under no circumstances will a landing be attempted after a go-around
is initiated.
Form#: 24.3021
ME#: 00-0703-3-1768
Date: 11/01/02
FAA Approved: 10/07/02
Required with visibility reported or anticipated below:
1 sm or less (5000 RVR or less)
CALL OUTS FOR NON-PRECISION MONITORED APPROACH
CAPTAIN (PM)
Above TDZE
"1000"
"500" (as req'd by DA/DDA)
At 100 ft. above DA/DDA:
"APPROACHING MINIMUMS
I'M GOING HEADS UP"
At decision to descend below DA/DDA:
"I HAVE THE AIRCRAFT"
After taking control of aircraft
Captain will execute go around
if required.
FIRST OFFICER (PF)
"CHECK MISSED APPROACH ALTITUDE"
At Minimums and the Captain HAS taken
control of the aircraft:
"MINIMUMS"
If the Captain HAS NOT taken control
of aircraft:
"MINIMUMS, GOING AROUND",
"FLAPS TWENTY (or FIVE)",
"CHECK POWER",
"POSITIVE RATE, GEAR UP",
"CHECK MISSED APPROACH ALTITUDE",
"LNAV or HDG SELECT",
"CHECK TOP BUG" (800' or 1000').
AUTHORIZED RVR - FEET AND METER EQUIVALENTS
FEET
METERS
2400
750
3000
1000
4000
1200
4500
1400
5000
1500
6000
1800
Performance Limits
Raw Data verification:
1. LOC, LOCBC, ILS G/S out: +/- 1 dot.
2. VOR +/- 5 degrees or 1 dot.
3. NDB +/- 5 degrees.
RNAV - 1. EICAS - no "NAV UNABLE RNP".
2. Aircraft symbol touching track line on ND in 10 nm scale.
VPDS - 1 . No VPDS by FAF execute missed approach.
2. Brief alternate pitch mode of FPA or V/S and fly second approach to DA/DDA.
3. Fly approach to DA/DDA using FPA or V/S regardless if VPDS is displayed.
ILS PRECISION RUNWAY MONITOR (PRM) PROCEDURES
In Range
1 . Review Jepp 11-0 PRM instructions and planned PRM approach plate.
2. The following systems must be operational:
a. ILS (Cat I);
b. Transponder;
c. Two VHF radios.
3. Advise ATC if unable to perform PRM approach.
Approach
1 . Set PRM Monitor freq in #2 VHF. Adjust VHF 1 & 2 volume to ensure both
pilots hear both radios.
2. Both pilots monitor both radios, transmit only on tower frequency.
3. Unless contrary to Jepp 11-0 PRM instructions, leave TCAS in TARA.
(If TCAS RA and ATC traffic alert occur simultaneously, follow RA
climb / descent and ATC turn.)
Flight deck duties in event of "PRM Breakout":
Pilot flying (PF)
1 . Immediately disconnect the A/P
and manually fly to assigned
heading and altitude.
2. Do not disconnect the All's.
3. Do not push TOGA.
4. Do not change configuration
(flaps or gear) until established
on new heading.
5. A/P may be re-engaged after
established on new heading and
PM confirms MCP reprogrammed.
Pilot Monitoring (PM)
1 . Turn both F/D switches OFF.
2. Set the assigned heading and
altitude in the MCP.
3. Turn both F/D switches ON.
4. Push FLCH.
5. Push HDG SEL.
6. Advise the PF that the MCP
has been reprogrammed.
Form#: 24.3021
ME#: 00-0703-3-1768
Date: 11/01/02
FAA Approved: 10/07/02
Ill
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Sec. 3 Page 205
Rev. 11/01/02 #9
VISUAL APPROACH
General
A visual approach is conducted under an IFR flight plan. It allows the pilot to
proceed visually to the airport without following a prescribed approach
procedure. If the aircraft being followed is in sight, the pilot is responsible for
visual separation from other aircraft and wake turbulence avoidance.
Visual Approach Procedures
Thrust
Use thrust for speed control in coordination with the elevators to control
attitude, rate of descent, and approach profile.
Adjust thrust slowly and in small increments. Large, sudden thrust changes are
indicative of an unstable approach and the related trim changes will make
aircraft control more difficult. However, due to the low drag of the airplane,
close attention to speed and thrust control is necessary.
A thrust increase may be required when stabilizing on speed with landing gear
and flaps extended on final approach.
Downwind and Base Leg
Fly at an altitude of 1,500 feet above the runway elevation with flaps 5 and
Flaps 5 V M speed.
If a 180° turn to final is required, maintain a track parallel to the landing runway
approximately 1 l A miles abeam.
Prior to turning base leg:
• Position the flaps to 20
• Slow to V M Flaps 20 speed
• Extend the landing gear
• Call for the LANDING checklist.
Approximately 30 seconds after passing the landing end of the runway
(about 45° off the tail):
• Commence the turn to base leg
• Adjust the thrust to descend at 600-800 FPM.
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Rev. 11/01/02 #9 Continental Flight Manual
Prior to turning final:
• Extend landing flaps and adjust to target speed.
During extension to landing flaps hold the same approximate pitch attitude
and anticipate trim changes.
If a large turn to final is not required approximately 5 miles from the end of the
runway and 1,500 feet AGL:
• Position the flaps to 20
• Slow to V M Flaps 20 speed
• Extend the landing gear
• Call for the LANDING checklist.
• Adjust the thrust to start a descent of 600-800 FPM.
• Extend landing flaps and slow to target speed.
Final Approach
The recommended landing glidepath profile for a visual approach is
approximately 2 X A to 3 degrees.
Once the final approach is established, the airplane configuration remains fixed
and only small adjustments need be made to maintain glidepath and runway
alignment.
Thrust changes should only be made to hold target speed and the desired rate of
descent (approximately 600 to 800 feet per minute).
Retrim the stabilizer as necessary to maintain a zero elevator force.
The approach must be flown using "stabilized approach" parameters. (See
LANDING PROCEDURES for more information.)
777 Sec. 3 Page 207
Flight Manual Continental Rev. H/Ol/02 #9
777301 2
Sec. 3 Page 208 7 77
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7773013
777 Sec. 3 Page 209
Flight Manual Continental Rev. H/Ol/02 #9
VNAV OPERATION - APPROACH
The VNAV Approach phase of flight normally begins when the flaps are out of
up, or at the first altitude constraint in the selected approach. If the aircraft were
flown in pure VNAV (MCP altitude window blank), it would descend in the
FMA pitch mode of vnav pth as long as it was on the computed VNAV descent
path and did not encounter a flap / gear limit speed or ATC altitude constraint.
Since it is standard procedure on the B777 to fly all approaches using speed
intervention, the crew must understand why the aircraft descends in vnav spd
sometimes and vnav pth at others. The reason is whether or not VNAV has
transitioned from the Descent phase to the Approach phase.
The major observed difference when operating in the VNAV Approach phase is
that the FMA pitch mode indicates vnav pth instead of vnav spd in a descent
with the MCP speed window open (speed intervention).
VNAV transitions to the Approach phase depending upon the arrival
procedures utilized.
• The most frequently encountered transition occurs when the aircraft passes
overhead or abeam the first approach waypoint / fix (identified at 6R, XXX
INTC, on the ARRIVALS page) of an FMC approach (ILS, VOR, etc.); or
captures the waypoint / fix altitude constraint.
Note : If the first approach waypoint / fix is replaced with another
waypoint fix, the VNAV Approach phase begins when the aircraft
passes overhead / abeam or captures the altitude constraint of the
next waypoint.
• Another, less frequently encountered situation that defines the transition to
the Approach phase is when the distance is 12 miles from the runway for an
approach that is straight in.
Sec. 3 Page 210 777
Rev. 11/01/02 #9 Continental Flight Manual
LANDING FLOW
PM
1. Gear (When Commanded) DOWN
Captain's Flow
Q Speedbrake ARMED
7773025
777 Sec. 3 Page 211
Flight Manual Continental Rev. H/Ol/02 #9
LANDING
The PF will call for the LANDING Checklist in conjunction with the "GEAR
DOWN" call on all normal landings. The PM completes the procedures and the
checklist below.
PM Challenge LANDING PM Respond
Speedbrake ARMED
Gear DOWN
Flaps
PM Challenge PM Respond
Speedbrake ARMED
Place the speedbrake lever in the armed position, the EICAS message
speedbrake armed is displayed. If the EICAS advisory auto speedbrake
message is displayed, disarm the speedbrake, and use manual speedbrake
for landing.
Gear DOWN
Primary verification of gear position is by the EICAS gear down (green)
normal display.
Flaps
The PM will verify the flap position indicator, on the primary EICAS
display, corresponds to the flap handle position selected for landing.
Sec. 3 Page 212 777
Rev. 11/01/02 #9 Continental Flight Manual
GO-AROUND PROCEDURES
General
A go-around will be initiated if continuation to a safe landing is not possible at
DA(H)/AH on a precision approach, at the DA/DDA on a Non-Precision
approach, or at any point in the approach that the pilot feels that safety may be
compromised if the approach is continued.
If the decision is made to go-around during a circling approach or visual
maneuvering, the missed approach specified for the approach procedure utilized
to get to the airport must be followed. To become established on the prescribed
missed approach course, make an initial climbing turn toward the landing
runway and continue the turn until established on the missed approach course.
Go-Around (to/ga) mode is armed when the flaps are not up or the glideslope is
captured. Arming is not annunciated. Go-around is engaged by pushing either
to/ga switch. The mode remains engaged even if the aircraft touches down
while executing the go-around. With to/ga mode engaged, the AFDS controls
pitch and roll while the A/T increases thrust as required to establish a 2,000 fpm
climb with (ga reference thrust the maximum).
Go-Around Procedure
The following chart defines the go-around procedure. It is based on a go-
around from a coupled approach. In the event the approach was manually flown
with a flight director, the same procedure may be utilized. However, the
throttles must be positioned manually (if autothrottles are disengaged). In the
event of a raw data go-around, flight director guidance will be available after
pushing either to/ga switch, and will remain engaged until the roll or pitch
to/ga mode is replaced by another roll or pitch mode.
Initially rotate to 15° nose up and assure the throttles are advanced. In any
situation where manual throttle operation during a go-around is required,
initially advance thrust to full go-around power. Do not use an intermediate
power setting.
Call "GOING AROUND, FLAPS 20, CHECK POWER" and after a positive
rate of climb is indicated, call "POSITIVE RATE, GEAR UP, CHECK MAP
ALTITUDE." At 400' AFE select lnav or hdg sel as appropriate.
Complete the initial missed approach maneuvering, at 1000' AFE; call
"CHECK TOP BUG" and retract the flaps normally.
Note : For go-around after touchdown see REJECTED LANDING this
section.
777 Sec. 3 Page 213
Flight Manual Continental Rev. H/Ol/02 #9
VNAV OPERATION - MISSED APPROACH
The following procedures address the use of VNAV after initiating a missed
approach, and are not to be confused with the Autoflight system to/ga mode.
There are two sets of circumstances after a missed approach; those dealing with
diverting to an alternate airport, and those dealing with returning for another
approach. Each are addressed separately.
DIVERTING TO ALTERNATE
If diverting to an alternate airport VNAV should be selected after completion of
the missed approach procedure. VNAV operates the same as a normal takeoff
and climb.
RETURNING FOR SECOND APPROACH
If returning for another approach after a missed approach has been completed, it
will be necessary to build the new approach using the DEP/ARR pages. The
xxxx intc prompt at 6R may be used if not navigating in LNAV, in a holding
pattern, or flying a transition. As for all approaches, the pilot should then build /
verify the altitude constraints, if required, and target speed.
Select the vnav key on the CDU and the VNAV page for the current phase of
flight is displayed. If the 240 KT DES page is displayed change the speed on
the SEL SPD line to the current airspeed. If the ACT 250 KT CRZ page
displays it will be necessary to change the speed on both the ACT 250 KT CRZ
and the ACT 240 KT DES page.
Select the vnav switch on the MCP to engage VNAV.
CAUTION : Selecting vnav on the MCP without changing the speeds as
discussed above results in VNAV engaging at the active CRZ, or
DES speed. The autothrottles increase / decrease thrust as
required to acquire and maintain that speed.
[A good technique is to hold the throttles and select vnav on the
MCP - the MCP speed window initially blanks. Push the speed
selector knob to open the window (speed intervention) and set the
desired speed. The throttles may now be released.]
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Rev. 11/01/02 #9 Continental Flight Manual
If not flying approach transitions, the XXX INTC function on the ARRIVALS
page (6R) should be used for all approaches when on vectors for the approach.
Be sure to monitor normal waypoint / fix sequencing. If you pass the first
waypoint / fix and it does not sequence (remains magenta instead of changing to
white), it will be necessary to do the "Intercept Course To" function on the
LEGS page. (No need to change the course at 6R, just select it to make the
course number large, then EXECUTE.)
777 Sec. 3 Page 215
Flight Manual Continental Rev. 11/01/02 #9
GO-AROUND PROCEDURE CHART GA FROM COUPLED APPROACH
PHASE OF FLIGHT
PILOT FLYING:
DUTIES/CALLOUTS
PILOT MONITORING:
DUTIES/CALLOUTS
FMA DISPLAY
A/T ROLL PITCH AFDS
NOTES
Initiation
Simultaneously:
• Press either TO/GA Switch.
• Ensure Rotation to initial go-
around attitude (15 Nose Up).
• Ensure throttles move to
required thrust.
• Call "GOING AROUND,
FLAPS 20."
• Call "CHECK POWER."
• At indication of positive rate of
climb, call "POSITIVE RATE,
GEAR UP, CHECK MISSED
APPROACH ALTITUDE."
• Check for TO/GA Pitch Mode
and Koll on rMA.
• Monitors thrust setting and
adjust N-i, as required.
• Position Flaps and Gear on
command and monitor
configuration.
• Call Missed Approach to ATC.
|thr| |TO/GA] |to/ga] a/p
• An automatic go-around mode is
enabled when flaps are not up or
G/S is captured and is disabled
below 2' RA and enabled 3 seconds
after RA>5'.
• TO/GA mode engaged on FMA in
pitch and roll.
• The A/T increases thrust for GA; roll
commands bank to maintain ground
track.
• AFDS increases pitch to hold the
greater of MCP command or current
speed position, to a max of
IAS/MACH window +25.
• When 2000-fpm climb established,
A/T controls thrust to maintain climb
rate.
400' AFE
• Select the desired Roll Mode
(HDG SEL or LNAV).
• Ensure that missed approach
waypoints have been entered
on the CDU prior to the
t approach.
• Monitor desired Roll Mode in
FMA.
• Assist and monitor as required
to execute the MAP.
|HDG SEL|
THR / TO/GA A/P
LNAV
• When roll mode changed from
TO/GA, autopilot control of rudder
ends.
1000' AFE
• "CHECK TOP BUG."
• Call for flap retraction on flap
speed schedule.
• Call for "AFTER TAKEOFF
CHECKLIST" after the
"FLAPS UP" call.
• Verify MCP speed bug to V RE f
30 + 80.
• Retract Flaps on command.
• Back up PF during MAP to
ensure airspeed and NAV
procedure compliance.
HDG SEL
THR / TO/GA A/P
LNAV
• Speed control is provided in the
TO/GA mode so it is not necessary
to select VS or FLCH modes for
acceleration when climbing to
missed approach altitude.
Level Off
• Monitor ND for MAP profile
concurrence.
• Monitor ND for MAP profile
concurrence.
HDG SEL
EspdI / ^i?r] a/p
LNAV
• At the selected altitude the TO/GA
pitch mode is disengaged, and the
A/T SPD mode is engaged
automatically.
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INTENTIONALLY LEFT BLANK
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Sec. 3 Page 217
Rev. 11/01/02 #9
Go Around/Missed Approach Coupled Profile (LNAV)
CLEARANCE
Fly published missed
approach, maintain 2,000 ft
SPD
LNAV
ALT
PF
"Check Top Bug"
"Flaps Five"
"Flaps One"
"Flaps Up, After
Takeoff Checklist"
A/P
LNAV
THR
TO/GA
TO/GA
A/P
PF
"Going Around"
"Flaps Twenty"
"Check Power"
PF orPM
"Positive Rate"
2,000 ft.
Aircraft accelerates to Top Bug
1000" AFE/or higher Ref. Jepp. approach chart MAP
400" AFE
PF simultaneously pushes both throttles and a TO/GA switch
PF verifies THR and TO/GA on the FMA
BOTH PILOTS verify an increase in thrust, the aircraft
pitches up and begins to climb
PM retracts the flaps to 20° and retracts the landing gear
• PF pushes LNAV switch on MCP
• PM verifies LNAV mode engages on the FMA
• PM advises ATC of the Missed Approach and
verifies Missed Approach Altitude is set in the MCP
• PF sets Top Bug on the MCP Speed Window
• PM retracts the flaps and completes the After
Takeoff Checklist
Notes : 1 . Go-Around speed is MCP target speed, current speed or target speed + 25 Kts. Maximum.
2. Pushing a TO/GA switch again will increase thrust limit to GA and ATS THR REF mode will be on the FMA.
3. At 400 ft. PF may push HDG SEL/TRK SEL on the MCP if MAP is not programmed in FMA
4. If the Missed Approach Altitude is captured before setting Top Bug, thrust will increase to GA limit and the commanded speed is
5 Kts. below the selected flap placard speed, then Top Bug when the flaps retract.
5. PF may elect to say ("Check Flaps Five Speed") and retract the flaps to 5°, or say ("Check Flaps One Speed") and retract them
to 1° if returning for another approach.
Sec. 3 Page 218
Rev. 11/01/02 #9
Continental
111
Flight Manual
Go Around/Missed Approach Manual Profile (LNAV)
Fly published missed
approach, maintain 2,000 ft.
SPD
LNAV
ALT
PF
"Check Top Bug"
"Flaps Five"
"Flaps One"
"Flaps Up, After
Takeoff Checklist"
FLT DIR
LNAV
FLT DIR
THR
TO/GA
TO/GA
FLT DIR
PF
• "Going Around"
• "Flaps Twenty"
• "Check Power"
PF or PM
"Positive Rate"
2,000 ft.
Aircraft accelerates to Top Bug
1000' AFE/or higher Ref. Jepp. approach chart MAP
400' AFE
PF simultaneously pushes both throttles and a TO/GA switch
PF verifies THR and TO/GA on the FMA
BOTH PILOTS verify an increase in thrust, the aircraft
pitches up and begins to climb
PM retracts the flaps to 20° and retracts the landing gear
' PM pushes LNAV switch on MCP
' PM verifies LNAV mode engages on the FMA
' PM advises ATC of the Missed Approach and
verifies Missed Approach Altitude is set in the MCP
PM sets Top Bug on the MCP Speed Window
PM retracts the flaps and completes the After
Takeoff Checklist
Notes : 1 . Go-Around speed is MCP target speed, current speed or target speed + 25 Kts. Maximum.
2. Pushing a TO/GA switch again will increase thrust limit to GA and ATS THR REF mode will be on the FMA.
3. At 400 ft. PF may call for HDG SEL/TRK SEL on the MCP if MAP is not programmed in FMA
4. If the Missed Approach Altitude is captured before setting Top Bug, thrust will increase to GA limit and the commanded speed is
5 Kts. below the selected flap placard speed.
5. PF may elect to say ("Check Flaps Five Speed") and retract the flaps to 5°, or say ("Check Flaps One Speed") and retract them
to 1 ° if returning for another approach.
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Sec. 3 Page 219
Rev. 11/01/02 #9
LANDING PROCEDURES
Landing Flap Selection
A flaps 30 configuration is recommended when conditions permit. This will
provide additional aft body clearance from the runway when compared to a flaps
25 landing. All flights are dispatched for flaps 30 landing.
Stabilized Approach
The illustrated pattern represents the ideal approach situation. Flap and landing
gear extension points were selected to minimize crew workload and thrust
changes during the approach.
The most optimum and consistent landing performance is achieved through the
use of a stabilized approach. A Stabilized Approach is defined as flight on the
desired glide path, visual or electronic, at a steady rate of descent, on the
"target" approach speed in landing configuration, in trim, and with the proper
thrust setting. Approach planning which results in a stabilized approach at and
below 1000' above field elevation will provide the most consistent landing
performance.
Approaches will be considered unstable, and shall result in a missed approach
if:
• The airspeed is greater than +15 knots or greater than -5 knots from
target speed
• Vertical speed is greater than 1000' per minute
• Engines are less than minimum spooled, 45% N ; .
For wide body aircraft these parameters must be met for all operations before
reaching 1000' above touchdown zone elevation, or a go-around will be
announced by the PM.
While continuing the approach (below the BOTTOM LINE altitude stated
above), it must be understood that the aircraft must be correcting and trending
toward the desired stable condition. Deviations from the optimum should be
called out by the PM.
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Maneuver Margin
Flight profiles should be flown at the recommended maneuvering speed for the
existing flap configuration. This speed allows full maneuvering capability.
Full maneuver margin exists for all normal and non-normal landing procedures
and during all go-arounds whenever speed is at or above the maneuver speed
for the current flap setting. V RE f 30 + 5 with flaps 20 allows full maneuver
margins.
Final Approach
Once landing flaps have been established, target speeds (under stable air
conditions) will be Vref + 5 knots with autothrottles engaged. However, the
decrease in wind velocity approaching the surface of the earth has the effect of a
decrease in aircraft velocity. Consequently, caution must be exercised to
prevent airspeed bleed off and increased sink rate during the last stage of the
approach.
Autothrottles-off target approach speed is V RE f + 5 knots for landing in reported
winds of zero to light and variable (up to 10 knots). When landing in higher
wind conditions, add 1/2 the steady headwind component and the full value of
the gust to Vref- The total wind additive should not exceed 20 knots.
The A/T design features include automatic gust compensation; therefore, it is
not necessary to set gust or wind speed corrections on the speed selector when
the autothrottle is used throughout the final approach. The system will handle
the normal wind conditions encountered during the final approach and landing.
However, flight crews must be alert for any unusual conditions such as
windshear and be ready to take manual control of the aircraft to complete the
approach and landing or execute a go-around.
The pilot should aim for a constant angle relationship to a point 1,500' down the
runway, coordinating pitch attitude and power changes. As the end of the
runway disappears under the nose, maintain this stabilized attitude and power
setting until the flare point is reached.
The pilot should restrain himself from the tendency to dive at the runway when
breaking clear of the clouds at low altitude under instrument conditions, or as
the end of the runway disappears under the nose in visual flight conditions. The
high rates of sink that develop with this maneuver are not readily apparent on
the airspeed indicator and may not be noticed until the flare point.
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Sec. 3 Page 221
Rev. 11/01/02 #9
Visual Aim Point
With the main gear so far behind the pilot's eyes, it is more difficult to judge the
flare and touchdown points. In the Will, the difference in gear path and eye-
level path has increased because of the longer wheelbase and the increased
flight deck height. Consequently the main gear will not touch down on the
runway at the selected visual aim point. Visual aim points versus gear
touchdown point difference increases as glide path angle decreases as in a flat
approach. For a particular visual approach, the pilot must account for the
difference between gear path and eye level path in the Bill. A visual aim point
approximately 1500' beyond the threshold is recommended.
Note : The visual aim point is not where the aircraft will touch down, but is
pilot eye orientation with the runway. Although the actual touchdown
point will vary with the flight-path angle, the touchdown will not be
short or unnecessarily long if the recommended 1500 foot visual aim
point is used.
Threshold Height
Threshold height is a function of glide path angle and landing gear touchdown
target. During a typical 3° visual approach, with a 1,000 foot touchdown, the
main landing gear will cross the threshold at approximately 50'. Special
attention must be given to establishing a final approach that will assure safe
threshold clearance and gear touchdown at least 1,000' down the runway.
Recommended standard callouts will assist the pilot in determining a proper
profile.
The main landing gear touchdown points, shown on the ILS and Visual
Approach Approximate Touchdown Point diagrams in this section, assume no
flare.
For Non-Category II ILS installations, a transition from the ILS glideslope to a
visual glideslope should be made between decision height and 100'. A visual
aim point approximately 1500' down the runway will provide a 40 to 60 foot
threshold clearance and a touchdown point about 1200 to 1300' down the
runway.
The Radio Altimeter is biased to accurately indicate the height of the lowest part
of the main wheels above the terrain. Therefore, the Radio Altimeter is very
valuable in determining wheel height. The GPWS-activated annunciation's of
radio altitude from 100' to 10' AGL, along with visual cues, will give the PF a
good assessment of the final stages of his/her approach, flare, and landing.
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Approach Summary
• The use of proper procedures will result in consistently safe and satisfactory
approaches, and will preclude short landings.
• When using two-bar VASI the differences between the eye reference path
and the gear path of the Bill results in a low approach with marginal
threshold height. It may provide useful information in alerting the crew to
low profile situations. Do not use the two-bar VASI for guidance on a
visual approach below 300'. That glide path would cause a threshold
crossing height lower than desired.
• The three-bar VASI may be used realizing the characteristics and
limitations of this system.
• The aircraft must not be flown below the glideslope when approaching the
threshold on an ILS approach.
• If the threshold is still readily visible over the nose at 50' radio altitude over
flat terrain, it is a positive indication that the aircraft is too low.
Approach and Landing Geometry
The following profiles and tables show the relationships between ILS glideslope
profiles and two/three-bar VASI profiles and the resulting threshold crossing
heights and landing gear touchdown points (assuming no flare).
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Sec. 3 Page 223
Rev. 11/01/02 #9
ILS Landing Geometry 777
Sec. 3 Page 224 777
Rev. 11/01/02 #9 Continental Flight Manual
Visual Approach Slope
Indicator (T-VASI)
— Red T-VASI Lights
= White T-VASI Lights
Fly Down Lights
if" 11
Very High High Slightly High
I
1
On Glide Path
Fly Up Lights
|
i
Slightly Low Low Very Low
Well Below
31 Glide Path
T-VASI LANDING GEOMETRY 777
Visual Approach Slope
Indicator (VASI)
_ Red VASI Lights
= White VASI Lights
WIDE BODY AIRCRAFT (3-bar)
High
On -/ | \-
Glide =/ 1
Path =l — I
Below
Glide Path
Well Below
Glide Path
7773031 A
3 BAR VASI LANDING GEOMETRY 777
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Sec. 3 Page 225
Rev. 11/01/02 #9
Flare and Landing
During a typical 3° ILS glideslope approach or a visual approach using the
3-Bar VASI system, the main landing gear should cross the runway threshold at
approximately 50'. This results in main wheel touchdown at approximately
1000'. Do not deviate from the glide path in an attempt to touchdown sooner.
When using two-bar VASI the difference between the eye reference path and
the gear path of the 777 results in a low approach with marginal threshold
height. Therefore, the two-bar VASI system should not be used to determine
proper approach profile. It may provide useful information in alerting the crew
to low profile situations.
Crossing the threshold, shift the visual sighting point to approximately 3/4 of the
way down the runway length, while maintaining descent. This will assist in
determining the flare point. Initiate the flare when the main gear (RA) is
approximately 20' above the runway by increasing pitch attitude approximately
2°. This will slow the rate of descent. After the flare is initiated, smoothly
retard the thrust levers to idle, and make small pitch attitude adjustments to
maintain the desired descent rate to the runway. Ideally, main gear touchdown
should occur simultaneously with thrust levers reaching idle. A speed bleed off
during the flare of 3 to 4 knots, and a touchdown attitude of 4° to 5° is normal.
Do not use pitch trim during flare or after touchdown. Do not allow the aircraft
to float. Fly the aircraft onto the runway and accomplish the landing roll
procedure.
Typically, the pitch attitude will increase slightly during the actual landing, due
to spoiler deployment, but avoid over-rotating. Do not increase the pitch
attitude after touchdown; this could lead to a tail strike. Avoid over-rotating in
response to the pitch change. Most tail strikes occur 2 - 3 seconds after
touchdown at a pitch attitude of 8° - 10°. Use of autobrake will reduce the
tendency to pitch-up (due to spoiler deployment) on touchdown.
Shifting the visual sighting point down the runway assists in controlling the
pitch attitude during the flare. Hold sufficient back pressure on the control
column to keep the pitch attitude constant.
Avoid rapid control column movements or trimming during the flare to avoid
increasing the pitch attitude after touchdown. Such actions are likely to cause
pitch to increase at touchdown and increase the potential for a tailstrike. Do not
allow the aircraft to float. Fly the aircraft onto the runway and accomplish the
landing roll procedure. Do not attempt to extend the flare by increasing pitch
attitude in an attempt to achieve a perfectly smooth touchdown. Do not attempt
to hold the nose wheel off the runway.
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If the aircraft nose up attitude is excessive during landing, fuselage contact is
possible. Factors resulting in excessive nose up attitude are early or high flare,
early thrust reduction, low airspeed or rapid speed reduction during flare,
holding the aircraft off the runway in an attempt to achieve a soft landing, and
trimming the stabilizer nose up just prior to touchdown.
Caution : A landing with the speedbrake extended (not authorized) will
almost assure aft fuselage contact with the runway.
The Landing Flare Profile in the following diagrams show a normal approach
and touchdown.
Autoland
The automatic landing is almost identical to the manually flown landing.
Although the automatic flare mode is engaged at 40' - 60', the pitch attitude
does not change appreciably until 25' - 50' radio altitude. The autothrottle is
programmed to gradually reduce thrust, reaching idle thrust at touchdown.
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Sec. 3 Page 227
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Autoland At Non-Category ll/lll ILS Installations
The autoland system gives optimum performance on ILS installations of
Category II or better standards. On ILS installations of lower standards,
localizer and glideslope signal quality and terrain features vary markedly.
Perhaps more important is the fact that landing gear threshold clearance may not
be assured because of the location of the glideslope transmitter and/or the angle
of the glideslope. The autoland system can be used on non-Category II ILS
installations, but the flight crew must be aware of the factors that will ensure
acceptable operation with adequate terrain and threshold clearance.
Certain features of the Category II ILS installations ensure optimum
performance for the autoland system. They include localizer and glideslope
quality, signal interference protection from ground vehicles and aircraft,
glideslope angle, glide path intercept point (GPI) with the runway, and final
approach area terrain.
Non-Category II ILS installations have less stringent requirements. The
localizer and glideslope beams may be less stable. There is no requirement for
localizer and glideslope signal protection from local distortion. Terrain in the
final approach area may not be suitable for the autoland system. Localizer and
glideslope automatic monitoring and switch over to backup equipment may not
be available.
The autoland system uses radio altitude to reduce autopilot response to both
localizer and glideslope deviations, and to trigger various functions during the
final approach. During the flare maneuver vertical acceleration, radio altitude,
and rate of change of radio altitude, are used to control the flare profile and to
compensate for the decreased rate of descent caused by increasing ground effect.
Thus, it can be assumed that the approach area terrain is a significant factor in
autoland performance.
The optimum situation would be to have level terrain from the 1,500 foot radio
altitude point to the glideslope GPI in order to have optimum controlled gain
programming plus good flare profile acquisition. Good autoland performance is
obtainable with relatively level terrain from the 100 foot radio altitude point to
the glideslope GPI. This will allow good flare profile acquisition.
Autoland performance on non-Category II ILS installations may tend to be
somewhat erratic. The pilot is the monitor. He/She should closely monitor the
approach and flare progress and be prepared to immediately revert to manual
control of the aircraft in any questionable situation.
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Autoland Approach Procedure
The AFDS status annunciation must indicate either land 3 or land 2 for a
landing incorporating autoland. The aircraft is certified to land using either
flaps 20 or flaps 30.
Note : The B777 is not certified for autolandings at weights in excess of Max
Landing Weight.
At 500' (baro), the flight crew should verify that land 2 or land 3 is annunciated
in the AFDS. The PM will call "500," and the PF will respond with the AFDS
annunciation of either "LAND 3" or "LAND 2." Standard altitude callouts will
be made throughout the approach. When passing approximately 40' - 60' RA,
the FMA should indicate flare. At less than 2' RA, the FMA should indicate
ROLLOUT.
Note : If either the flare or rollout FMA indications are not annunciated,
and the weather conditions are Category I or better, the PF may
disconnect the autopilot and manually land the aircraft. Category II
and III approaches require an autoland.
Following touchdown, the autopilot will lower the nose to the ground and track
the runway centerline. The PF should apply reverse thrust and PM should
monitor the rollout.
The autopilot should be disconnected prior to attempting to steer the aircraft
with nosewheel steering.
Note : Attempts to override the rudders during rollout can cause the autopilot
to disconnect.
Crosswind Landing
See Section 1, Limitations, for crosswind landing capability.
Four methods of performing crosswind landings are presented. They are the
sideslip, de-crab technique (with removal of crab in flare), crab technique for
slippery runways and combination crab/sideslip technique. Whenever crab is
maintained during a crosswind approach, offset the flight deck on the upwind
side of the centerline so that the main gear touches down in the center of the
runway.
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Sec. 3 Page 229
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Sideslip
The sideslip crosswind technique aligns the aircraft with the extended runway
centerline, so that main gear touchdown occurs in the center of the runway.
The initial phase of the approach to landing is flown using the crab method to
correct the drift. Prior to the flare the aircraft centerline is aligned on or parallel
to the runway centerline. Downwind rudder is used to align the longitudinal
axis to the desired track as aileron is applied into the wind to prevent drift. A
steady sideslip is established, with opposite rudder and low wing into the wind
to hold the desired course.
Touchdown is accomplished with the upwind wheels touching just before the
downwind wheels. Overcontrolling the roll axis must be avoided because
overbanking could cause the engine nacelle or outboard wing flap to contact the
runway.
Properly coordinated, this maneuver will result is nearly fixed rudder and
aileron control positions during the final phase of the approach, touchdown, and
beginning of the landing roll.
De-Crab During Flare
The objective of this technique is to maintain wings level throughout the
approach, flare, and touchdown. On final approach, a crab angle is established
with wings level to maintain the desired course. Just prior to touchdown while
flaring the aircraft, downwind rudder is applied to eliminate the crab and align
the aircraft with the runway centerline.
As rudder is applied, the upwind wing will sweep forward, developing roll.
Hold wings level with simultaneous application of the aileron control into the
wind. The touchdown is made with cross controls and both gear touching down
simultaneously. Throughout the touchdown phase, upwind aileron application
is utilized to keep the wings level.
Touchdown In Crab On Slippery Runways
On very slippery runways the crosswind crab angle may be maintained to
touchdown. This will reduce drift toward the downwind side when touching
down. Since the aircraft does not have to be de-crabbed, pilot workload is
reduced. Proper rudder and upwind aileron must be maintained to ensure that
directional control.
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Combining Crab And Sideslip
It may be necessary to combine crab and sideslip during strong crosswinds.
Main gear touchdown is made with the upwind wing low and crab angle
applied. As the upwind gear touches first, a slight increase in downwind rudder
is applied to straighten the nose. A simultaneous application of aileron is
applied to maintain wings level.
Land And Hold Short Of (LAHSO) Clearance
Refer to CAL Operations Manual.
Bounced Landing
In the event of a bounced landing, hold or re-establish normal landing attitude.
Add thrust as necessary to control the sink rate. Do not push over, as this may
cause a second bounce and possibly damage the nose gear.
Should a high hard bounce occur, initiate an immediate go-around. Apply go-
around thrust and use normal go-around procedures. A second touchdown may
occur during the go-around. Do not retract the landing gear until a positive rate
of climb is established and called by either pilot.
Speedbrake
Speedbrake should be armed to extend automatically. Both pilots should
monitor speedbrake extension after touchdown. If automatic extension fails, the
Captain should immediately extend them manually.
Note : Unless speedbrake is raised after touchdown, braking effectiveness
may be reduced initially by as much as 60%, since very little weight
will be on the wheels, and brake application may cause rapid anti-skid
modulation.
Caution : To protect as much as possible from a tailstrike during landing,
the PF must make certain that the landing attitude does not
increase after touchdown.
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Sec. 3 Page 231
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Rejected Landing
The Rejected Landing procedure prior to touchdown is identical to a go-around:
• Set thrust and select flaps 20 / 5 while rotating to go-around attitude.
• Retract the landing gear only after a positive rate of climb is established and
called by either pilot.
• Retract the flaps on the normal flap retraction schedule.
The Rejected Landing procedure after touchdown differs in that the TO/GA
switches are inhibited below 2 feet RA on the Will. After touchdown the
procedures are:
• Manual go-around (disconnect autopilot).
• Set thrust (push throttles to G/A power manually) and select flaps 20/5.
• Rotate to 15 degrees of pitch.
• When airborne (3 seconds after 5 feet RA) engage TO/GA.
• Retract the landing gear only after a positive rate of climb is established and
called by either pilot.
• At 1000' AFE re-engage autopilot.
• Retract the flaps on the normal flap retraction schedule.
Speedbrakes will retract and autobrake will disarm as the throttles are advanced
for a rejected landing initiated after touchdown.
WARNING : Do not attempt go-around after reverse thrust has been initiated.
Five seconds are required for a reverser to stow in the forward
thrust position and a possibility exists that a reverser may not
stow in the forward thrust position.
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Sec. 3 Page 233
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Reverse Thrust
The importance of establishing the desired reverse thrust level as soon as
possible after touchdown cannot be overemphasized. Since the autobrake
system senses deceleration and modulates brake pressure the proper application
of reverse thrust (idle reverse) will result in the most efficient braking for a large
portion of the landing roll.
At main gear touchdown, rapidly raise the reverse thrust levers and move them
aft to the interlock (idle reverse) position.
Reverse Thrust And Crosswind
The following Figure shows a directional control problem during a landing
rollout on a slippery runway with a crosswind. As the aircraft starts to
weathervane into the wind, the reverse thrust side force component adds to the
crosswind component and drifts the aircraft to the downwind side of the runway.
Main gear tire cornering forces available to counteract this drift will be at a
minimum when the anti-skid system is operating at maximum braking
effectiveness for existing conditions.
To correct back to the centerline, reduce reverse thrust to reverse idle (if more
than idle reverse was used), and release the brakes. This will minimize the
reverse thrust side force component without the requirement to go through a full
reverser actuation cycle, and improve tire cornering forces for realignment with
the runway centerline. Use rudder pedal steering and differential braking, as
required, to prevent over correcting past the runway centerline. When re-
established near the runway centerline, apply maximum braking and reverse
thrust as required to stop the aircraft.
Sec. 3 Page 234 777
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Reverse Thrust
Vector
Cross-Wind
Component
J
Reverse Thrust
■•—Side Force
Runway Component -^1 Component
Touchdown
Speedbrakes up
Brakes on
Initiate Reverse
1 (
flf
1
Cros
Brakes Off Straighten
Reverse Roll Path
Idle Reapply Braking
Apply Thrust
Reversers
Symmetrically
7773032
REVERSE THRUST AND CROSSWIND
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Sec. 3 Page 235
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Autobrake
As the aircraft decelerates, the autobrake system will decrease braking pressure.
Note : Check that the autobrake EICAS advisory message is not displayed.
If displayed, the autobrake system is disarmed or inoperative.
The aircraft nose will pitch down as the autobrake activate and the nose wheels
can be eased onto the runway by small elevator input.
During the landing roll, use manual braking if the deceleration is not suitable for
the desired stopping distance.
The autobrake may be released by smoothly applying brake pedal force, as in a
normal stop, until the autobrake system disarms. Following disarming of the
autobrakes, smoothly release brake pedal pressure and announce "Manual
Brakes."
Disarming the autobrake before coming out of reverse thrust provides a smooth
transition to manual braking. Disarm the autobrake by depressing the brake
pedals and announce "Manual Brakes."
The aircraft speed at which the transition from autobrake to manual braking is
made varies with aircraft deceleration and stopping requirements. For runway
conditions that produce good deceleration, the transition from autobrake to
manual brakes should be made at about 60 knots. The transition speed should
be closer to a safe taxi speed on very slippery runways or when runway length is
limited.
Note : The transition to manual braking should be verbalized by the PF, i.e.,
"Manual Brakes." If no call is made, the PM will announce "Manual
Brakes."
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Wheel Brakes (Manual)
Note : CAL policy for the B777 is that all landings will be made using
autobrake if they are operable.
The pilot's seat and rudder pedals should be adjusted so that it is possible to
apply maximum braking with full rudder deflection.
Good pilot technique (a stabilized approach and landing on speed) can increase
the safety factor as well as improve total brake / landing maintenance related
costs.
During landing, as speed is being reduced, the autobrake system and idle
reverse thrust will provide the most economical landing performance.
When landing with manual braking, when runway length requires deceleration
at a faster rate, brakes should be applied earlier in the landing roll.
When applying brakes manually, apply a constant brake pedal pressure for the
desired deceleration.
It is estimated that manual braking techniques frequently involve a four to five
second delay between main gear touchdown and brake pedal application, even
when actual conditions reflect the need for a more rapid initiation of braking.
This delayed braking can result in the loss of 800' to 1,000' of runway.
Directional control requirements for crosswind conditions and low visibility
may further increase the above delays, as can the distraction arising from a
malfunctioning reverser system.
Note : "Riding" the brakes during taxi causes excessive brake wear.
The anti-skid system will stop the aircraft for all runway conditions in a shorter
distance than is possible with either anti-skid off or brake pedal modulation.
The anti-skid system adapts pilot-applied brake pressure to runway conditions
by sensing an impending skid condition and adjusting the brake pressure to each
individual wheel for maximum braking effort. When brakes are applied on a
slippery runway, several skid cycles will occur before the anti-skid system
establishes the right amount of brake pressure for the most effective braking. If
the pilot modulates the brake pedals, the anti-skid system is forced to readjust
the brake pressure to establish optimum braking. During this readjustment time,
braking efficiency is lost.
Due to the low available braking coefficient of friction on extremely slippery
runways at high speeds, the pilot is confronted with a rather gradual buildup of
deceleration and may interpret the lack of an abrupt sensation of deceleration as
a total anti-skid failure.
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Sec. 3 Page 237
Rev. 11/01/02 #9
Landing Roll Procedure (Summary)
After touchdown and during landing roll, the following procedures are
accomplished during normal deceleration.
PILOT FLYING
PILOT MONITORING
Throttles - Idle
Check speedbrake lever - full up.
Check speedbrake lever - full
up.
Fly the nose gear or relax back pressure.
If autobrake are used and the EICAS
advisory autobrake displays, or if
deceleration is not normal, brake manually.
Reverse Thrust - Initiate
Without delay, raise both reverse thrust
levers to the interlock, then to the idle
reverse thrust position.
Monitor rev indicating lights
displayed on upper EICAS for
normal indication (amber -
reverser unlocked or in transit,
green - reverser deployed).
Engine Instruments monitor.
Advise PF of any engine limit
being approached, exceeded, or
any other abnormalities.
At approx. 80 knots, if greater than idle
reverse was required gradually reduce
reverse thrust to be at idle reverse when
reaching taxi speed 60 knots.
Call out "80 KNOTS."
At approximately normal taxi speed,
slowly move the reverse thrust levers to the
full down position.
Observe rev lights on upper
EICAS extinguished.
Release autobrake by applying a light
pedal force. PF will Announce
"MANUAL BRAKES."
Call "Manual Brakes" if not
announced.
WARNING : After reverse thrust has been initiated, a full stop landing must
be made.
Note : The Captain will assume control of the aircraft, with engines in idle
reverse, not later than when the aircraft leaves the runway centerline.
The Captain will announce "I have the aircraft."
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Landing - Summary
In summary, the pilot should check runway conditions prior to approach. The
aircraft should be flown before touchdown in a manner that will minimize the
total landing distance and use as much of the total runway as possible without
risking a "Short" landing. During the approach, the pilot should:
• Arm the autobrake system by selecting desired deceleration level.
• Arm speedbrake.
• Plan for touchdown 1,500' from the threshold.
• Stay on the recommended glide path.
• Maintain close control over the approach speed to keep it at the speed
recommended for existing conditions. Make the necessary corrections for
windshear and gust. The majority of long landings and tail scrapes during
landings are the result of holding the aircraft off the runway for a smooth
touchdown. The aircraft should be flown onto the runway at the desired
point even if the speed is high.
• Immediately after touchdown, expeditiously accomplish the landing roll
procedure.
• Make certain that aircraft is not allowed to "Pitch Up" after touchdown.
Fly the nose down to the runway.
• If the F/O is the PF, the Captain will assume control of the aircraft with the
throttles at idle reverse not later than when the aircraft leaves the runway
centerline. The Captain will announce "I have the aircraft."
For detailed discussion of landing procedures on wet or slippery runways, see
cold weather operation in this section.
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AFTER LANDING FLOW
H
h^kiVs'-sl ...
RADAR
®
Captain's Flow
- When clear of all active runways -
Q Speedbrakes Down
Q Lights OFF
© Radar OFF
O/CT)
Speedbrakes
®
Flaps
®
Transponder
First Officer's Flow
- When clear of all active runways -
(!) APU
START
(2) Engine Anti-ice
ON
(If required by conditions)
(3) Wing/Strobe Lights
OFF
(4) Radar
OFF
(5) Flight Directors
OFF
(6) Autobrakes
OFF
(7) Speedbrakes
Down(verify)
(8) Flaps
UP
(9) Transponder
STANDBY
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Sec. 3 Page 241
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AFTER LANDING
The AFTER LANDING flow is accomplished by the First Officer only after the
checklist has been called for by the Captain.
The Captain will call for the AFTER LANDING checklist when time permits
and clear of all active runways. At the Captain's discretion, the checklist may
be accomplished if a significant taxi period or hold is encountered after clearing
the landing runway and before crossing other active runways.
The First Officer will verify that all items have been accomplished, and will
report "AFTER LANDING CHECKLIST COMPLETE." The First Officer will
not read the challenges and responses aloud. In the event any individual items
are not accomplished, the First Officer will bring those items to the attention of
the Captain.
F/O Challenge (Silent) AFTER LANDING F/O Response (Silent)
APU (AS REQUIRED)
Anti-Ice (AS REQUIRED)
Exterior Lights (AS REQUIRED)
Radar OFF
Autobrake OFF
Speedbrake DOWN
Flaps UP
Transponder STANDBY
F/O Challenge (Silent) F/O Response (Silent)
APU (AS REQUIRED)
Start the APU if its use for air conditioning or electrical requirements is
anticipated.
Anti-Ice (AS REQUIRED)
Wing anti-ice is verified in the auto position. Engine anti-ice is turned on
if icing conditions exist on the ramp. Refer to the section titled COLD
WEATHER OPERATIONS located in this section for further
considerations. Window heat is normally left on at through-flight stations.
Exterior Lights (AS REQUIRED)
Daylight Leave NAV lights on. F/O turn off Strobe lights.
Darkness Leave NAV and Logo lights on. Turn off Strobe lights.
Use external lighting as necessary for taxi.
Radar
Flight Directors (Flow)
OFF
OFF
Sec. 3 Page 242
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Flight Manual
Autobrake
OFF
Speedbrake
Normally, the Captain will stow the speedbrake handle.
DOWN
Flaps
UP
Flaps will be retracted unless landing/taxiing in snow, ice, or slush. In that
case, do not retract beyond Flaps 20 until maintenance inspection of the
inboard flap wells confirms no accumulation.
AFTER LANDING NOTES
The AFTER LANDING Checklist must be accomplished prior to engine
shutdown, and the required cooling times must be observed.
Engine Cool Down Prior to Shutdown
A one-minute engine cool down period is the absolute minimum time required.
If engine reverse above idle is used, a three-minute engine cool down period is
required.
Transponder
STANDBY
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Sec. 3 Page 243
Rev. 11/01/02 #9
GATE ARRIVAL PROCEDURES
Parking Aircraft
Upon arrival of aircraft at station, the assigned safety man will guide it to the
normal parking location.
Parallel Parking
The safety man is responsible to ensure that aircraft, personnel, and equipment
at gate behind are safe from injury or damage from jet blast before giving
clearance signal for aircraft to taxi into forward gate. The safety man must
advise high lift truck operators at immediate gate behind to lower truck bed and
hold aircraft out of forward gate until bed on truck has been lowered.
J-Line Parking
The safety man will assume a position at the base of the J-Line, assisting the
flight deck in aligning the nose wheel. When the aircraft is signaled to turn, the
safety man will assume a position on the left side of the aircraft 45° to the flight
deck, and walk the aircraft to its final position.
It is most important that the aircraft continue on a straight line for approximately
10' after the last turn is completed. This ensures that all wheels are in line and
that the stress placed on the landing gear is relieved.
Nose-In Parking
Nose-In Without Mechanical Aids - The safely man will provide appropriate
signals to the flight deck from a position which affords 1 00% visibility by the
flight deck. The signals will relate solely to wheel alignment and stopping
position.
Nose-In With Mechanical Aids - Once ramp clearance has been ascertained by
either the ramp supervisor or his/her designated alternate, a visual signal will be
activated to advise the flight deck that parking activity may commence. At no
time, then, will ground personnel be directly involved in the parking of the
aircraft itself.
After the aircraft has come to a complete stop, an agent will insert wheel chocks
firmly both fore and aft of either the inboard main wheel assemblies or the nose
wheel tires. After the chocks are inserted, a hand signal will be given to the
crew to release the brakes.
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Brake And Tire Considerations - Quick Turnarounds
Certain combinations of high altitudes, high landing weights, and high
temperatures may cause excessive brake and tire heating during the landing. For
information on minimum turnaround times consult the charts in Performance
Section 5. If the brake temp advisory message on EICAS is not displayed 10 to
15 minutes after parking, then no waiting period is required.
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PARKING FLOW
Captain's Flow
0 Fuel Control Switches CUTOFF
Q Parking Brake RELEASE
First Officer's Flow
® Seat Belts
OFF
(2) Hydraulic Pumps
OFF
(3) Fuel Pumps
OFF
(4) Beacon
OFF
777 Sec. 3 Page 247
Flight Manual Continental Rev. H/Ol/02 #9
PARKING
The parking procedure is initiated after the aircraft comes to a stop at the gate or
parking spot and the Captain has called for the PARKING Checklist.
F/O Challenge PARKING Captain Respond
Fuel Control Switches CUTOFF
Parking Brake (AS REQUIRED)
Seat Belt Sign OFF
Hydraulic System SET
Fuel Pumps OFF
Beacon OFF
Flight Directors OFF
Log Book / FOB / ACARS COMPLETED
ADIRU OFF
F/O Challenge Captain Respond
Fuel Control Switches CUTOFF
The Captain will shut down the engine(s) upon arrival in the final park
position and after External Power or APU Power is available and selected,
as applicable. The Captain will monitor engine instruments to ensure that a
complete shutdown has occurred.
Parking Brake (AS REQUIRED)
Initially set parking brake when at a full stop. After all engines are shut
down and the appropriate signal has been received from ground service
personnel that the wheels are chocked, release the parking brake.
Seat Belt Sign OFF
The First Officer will turn the seat belt sign off when he/she observes the
parking brake set, unless the Captain requests otherwise.
External Power Switch (Flow) PUSH
If required for electrical power, push switch when primary or secondary
avail light illuminated and observe on light/s illuminates.
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Hydraulic System SET
Note : Right demand pump selector MUST be placed in the off position
last. Failure to depressurize the right system last WILL transfer
hydraulic fluid from the center system into the right system
causing an overfill (OF).
C2 and CI PRIMARY pump switches OFF
Left, CI and C2 DEMAND pump selectors OFF
Right DEMAND pump selector OFF
All electric and air driven hydraulic pump switches are turned off. Engine
pump switches are left on.
Fuel Pumps OFF
Place all fuel pumps switches off. If APU is running and AC busses are
powered, left forward fuel pump will be on and press light extinguished,
regardless of pump switch position.
Engine Anti-Ice (Flow) AUTO
Beacon OFF
Flight Directors OFF
Flight directors should be turned off to assure recycling of the FMA
indications for the next departure.
Status Display (Flow) ON
Note : Disregard the EICAS alert and status messages displayed during
the two-minute PFC self-test after hydraulic shutdown.
Check for messages affecting dispatch. Record messages in maintenance
logbook.
Logbook / FOB / ACARS COMPLETED
Record inertial monitor data in the logbook as described in the
LRN/ETOPS Section 3-1.
Actual FOB will be recorded in the logbook after each leg. Complete the
ACARS post-flight report.
ADIRU OFF
Both A/C and D/C electrical systems should remain powered until the
ADIRU shut down.
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TERMINATION
Note : Normally the flight crew will not depower the aircraft.
The Captain calls for and either pilot can accomplish the following Termination
procedure / checklist as a READ AND DO procedure. The TERMINATION
Checklist should be completed whenever the aircraft is to be left unattended for
a significant period of time, when turning the aircraft over to maintenance or
station personnel for an overnight, or when overnighting at a non-maintenance
station.
Either Pilot Challenge TERMINATION
Either Pilot Respond
EMER LIGHTS
OFF
OFF
OFF
APU / EXT Power
(AS REQUIRED)
(AS REQUIRED)
Either Pilot Challenge Either Pilot Accomplish
EMER LIGHTS OFF
Do not disarm the emer lights until all passengers have deplaned.
Window Heat OFF
Packs OFF
The APU will continue to run after the switch has been placed to off,
depending upon how long it has been since it operated with a pneumatic
load. Selecting packs off when no longer needed for air conditioning
reduces the shutdown delay time.
APU/EXT Power (AS REQUIRED)
Configure the electrical system as required. Normally leave the electrical
system powered. Use of external power is preferable to operation of the
APU. Consideration should be given to depowering the electrical system if
the aircraft will be left unattended, as a precaution to prevent depletion of
the battery should the external power fail. If overnight at a non-
maintenance base, shut down the APU and turn battery switch off. If
external power is available, it may be connected and used to power lights in
the cabin by selecting the ground service switch at the forward flight
attendant station to on.
At the request of maintenance or station personnel, the APU may be left
running and the electrical system fully powered.
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Battery Switch (AS REQUIRED)
When the apu cooldown EICAS memo message extinguishes turn the
battery switch off unless APU operation or DC power is required by the
circumstances.
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Sec. 3 Page 251
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OVERNIGHT PARKING AT NON-MAINTENANCE STATION
Procedures for overnighting an aircraft at a non-maintenance station are as
follows:
• When the flight crew is aware that a non-maintenance station will be used
to overnight the aircraft, the last maintenance station that is passed through
should be notified of any condition or fault that may affect the following
morning's departure.
• Upon termination of a flight at a non-maintenance station, the flight crew
must contact Maintenance Control and advise them of any maintenance
problems of a serious nature or if servicing is required. A serious problem
is defined as one that would ground the aircraft or cause it to be in violation
of the minimum equipment list (MEL) or configuration deviation list
(CDL).
• If high winds are forecast, park aircraft into wind or forecast wind. Inform
Maintenance Control of existing fuel load in the event ballast fuel is
necessary.
• Prior to leaving the aircraft, a walk-around inspection should be conducted
by one of the crewmembers.
• Terminal operations should provide additional securing of the aircraft,
which includes at least closing all the doors and installing chocks.
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TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM
TCAS II is installed and interfaced with the aircraft's transponder and PFD's to
provide the flight crew with graphic air traffic displays as a backup to visual
collision avoidance, application of right of way rules, and Air Traffic Control
(ATC).
To effectively work, timely and reliable crew response to TCAS advisories is
essential. Delayed crew response or reluctance of a flight crew to adjust flight
path as advised by TCAS due to ATC clearance provisions, fear of later FAA
scrutiny, or other factors could significantly decrease or negate the protection
afforded by TCAS. Operation of the system is expected to be in accordance
with the following:
General
Unless otherwise specified, pilots are expected to operate TCAS while in flight
in all airspace, including oceanic, international, and foreign airspace. TCAS
operation should be in the ta/ra mode, except as otherwise required.
During climb or descent, above or below may be selected to clear the airspace
into which the aircraft is climbing or descending. This action affects only the
display of traffic and does not effect the TA/RA.
Deviation From Assigned Clearance
Deviation from a clearance in response to a TA only is not authorized unless the
traffic is acquired visually, and the pilots determine that evasive action is
required in accordance with normal see and avoid practices. Such evasive
action will be reported as due to visual contact with the traffic.
Deviation from a clearance in response to an RA is authorized only to the extent
required to follow the RA display guidance. If the RA requires maneuvering
contrary to right of way rules, cloud clearance rules, or other criteria, pilots are
expected to follow the TCAS RA guidance. Deviation from rules, policies,
procedures, or limitations should be kept to the minimum necessary to comply
with TCAS guidance.
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Pilot Response To Traffic Alerts (TA)
The flight crew should respond immediately to TA's by attempting to establish
visual contact with the traffic. Continue to clear for other traffic during the
search for the alert traffic. If the traffic is acquired visually, continue to maintain
or attain safe separation in accordance with current FAR's and good operating
practices. Do not alter the aircraft's flight path based solely on a TA without
visual confirmation of the need to do so. Maneuvering based solely on a TA, in
an effort to preempt an RA, is not authorized.
Note : Early TCAS installations were subject to significantly more
unnecessary TA's than those equipped with software installed after
March of 1992.
Pilot Response To A Resolution Advisory (RA)
The TCAS software design is such that the triggering of an RA indicates a real
threat of collision. Therefore, an immediate and correct response to an RA is
mandatory unless overriding safety concerns exist. Correct response to an RA
is indicated even if the crew believes they have the traffic in sight, due to the
possibility of misidentification of the target traffic.
Caution : Once an RA has been issued, safe separation could be
compromised if current vertical speed is changed, except as
necessary to comply with the RA. This is because TCAS II -
to - TCAS II coordination may be in progress with the intruder
aircraft, and any change in vertical speed that does not comply
with the RA may negate the effectiveness of the other aircraft's
compliance with the RA.
Note : The consequences of not following an RA may result in additional RAs
in which aural alert and visual annunciations may not agree with each
other.
Respond to a preventative RA by monitoring aircraft pitch attitude to ensure that
it does not enter the red area. Maneuvering is required if any portion of the
aircraft symbol is within the red region on the PFD. Normally, compliance with
preventative RA's can be accomplished without deviation from the assigned
clearance; however, if deviation is required, it is authorized. All crewmembers
should attempt to acquire the traffic visually.
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Respond immediately to corrective RA's by altering the aircraft's pitch attitude
and flight path as indicated. If maneuvering is required, disengage the autopilot
and autothrottle and smoothly adjust pitch and thrust to satisfy RA commands.
The pitch must be adjusted to fly the aircraft symbol just out of the red region(s)
on the PFD or to achieve a vertical speed just outside the red band(s) on the RA
VSI. Adjust thrust, as required, to maintain desired airspeed. Attempt to
establish visual contact.
If a climb RA occurs in the landing configuration:
• Disengage autopilot and autothrottle and advance thrust levers to maximum
thrust.
• Smoothly adjust pitch to satisfy RA commands while performing normal
go-around procedures.
• Attempt to establish visual contact.
• When clear of conflict, coordinate with ATC for further clearance.
The pilot flying should dedicate his/her direct attention to accurately flying the
aircraft in accordance with the RA commands. Respond immediately and
decisively to increase, decrease, and reversal commands. Initial response
delayed over 5 seconds, or response to subsequent modified (Increase or
Reversal) guidance delayed over 2 1/2 seconds, will compromise separation.
Properly executed, the RA maneuver is mild and does not require large or
abrupt control movements. RA maneuvers require only small pitch attitude
changes. Remember that the passengers and flight attendants may not all be
seated during this maneuver. When complying with an RA, flight director
commands may be followed only if they result in a vertical speed that satisfies
the RA command.
Pilots should maintain situational awareness since TCAS may issue RA's in
conflict with terrain considerations, such as during approaches into rising terrain
or during an obstacle limited climb. Continue to follow the planned lateral
flight path unless visual contact with the conflicting traffic requires other action.
Windshear, GPWS, and stall warnings take precedence over TCAS advisories.
Stick shaker must be respected at all times. Complying with RA's may result
in brief exceedance of altitude and/or placard limits. Smoothly and
expeditiously return to appropriate altitudes and speeds when clear of conflict.
Maneuvering opposite to an RA command is not recommended since TCAS
may be coordinating maneuvers with other aircraft.
The other crewmember(s), as well as any flight deck observers, should attempt
to obtain visual contact with the traffic if possible.
Caution : Turns are not authorized to avoid traffic unless the traffic has been
visually acquired and positively identified.
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Respond to an RA as specified by the warning. TCAS does not track just one
target, but monitors the airspace around the aircraft. When it issues an RA, it
has taken all surrounding Mode S or Mode C traffic into account. Excessive
maneuvering is not appropriate or advisable, and only tends to increase the
possibility of interference with other traffic, needlessly exaggerates any ATC
clearance deviation, and nullifies TCAS-to-TCAS maneuver coordination.
From level flight, proper response to an RA typically results in an overall
altitude deviation of 600' or less. A Climb or Descend RA requires that a
vertical speed of 1500 fpm be established and maintained. The use of vertical
rates in excess of 1500 fpm is neither required nor desirable due to the
possibility of large altitude deviations. There is no situation that requires a
climb or descent to the next higher or lower cruising altitude or flight level. Be
alert for a downgrade of the RA indication, and begin to reduce deviations as
soon as possible. Attempt to comply with as much of the current clearance as
possible during the RA. For example, continue to fly the ground path specified
in the current clearance, if possible, while altering the vertical path in response
to the RA. Promptly and smoothly return to the current ATC clearance when
the TCAS message, "CLEAR OF CONFLICT," is heard.
ATC Considerations
WARNING : Do not accept a controller instruction to disregard a TCAS RA.
In responding to a TCAS RA that directs a deviation in assigned altitude,
communication with the controlling ATC facility is required as soon as
practicable after responding to the RA. Turns to avoid traffic are never TCAS
initiated. Therefore, if a turn is made, it must be done based on conventional
see and avoid practices, after the traffic is acquired visually. The turn should be
reported to the controller as being a result of the pilot's visual evaluation of the
situation.
Controllers have a much more complete view of the air traffic situation than
TCAS allows. Try to refrain from second guessing ATC or asking for special
handling based on the potentially incomplete traffic information available on the
TCAS display.
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Operation In TA ONLY Mode
When operating in the ta only mode, a TCAS-equipped aircraft will appear to
another TCAS aircraft as Mode C Only. In addition to inhibiting RA's in the
TA only flight deck, TCAS-to-TCAS coordination does not occur. These
issues, along with the fact that few general aviation aircraft are TCAS equipped,
mandate that use of the ta (only) mode be limited to situations of operational
necessity. Use of ta (only) may be indicated in one or more of the following
circumstances:
• During takeoff towards known nearby traffic which is in positive visual
contact and which would cause an unwanted RA. Reselect ta/ra as soon as
possible.
• During parallel approaches when the other aircraft has been positively
identified visually (VMC) or by the controller (IMC).
• In visual conditions when flying in known close proximity to other aircraft.
• During emergencies and in-flight failures that severely limit aircraft
performance or control to the point that ability to respond to an RA is in
doubt.
• In response to specific Company guidance regarding areas or operations
identified as having a verified and significant potential for unwarranted
RA's.
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Operational Limitations
TCAS does not alter or diminish the pilot's basic authority and responsibility to
ensure safe flight. Since TCAS does not respond to aircraft, which are not
transponder equipped, or aircraft with a transponder failure, TCAS alone does
not ensure safe separation in every case. Other aircraft may not be able to
maneuver due to equipment malfunctions. Further, TCAS RA's may, in some
cases, conflict with flight path requirements due to terrain, such as an obstacle
limited climb segment or an approach to rising terrain. Since many approved
instrument procedures and IFR clearances are predicated on avoiding high
terrain or obstacles, it is particularly important that pilots maintain situational
awareness and continue to use good operating practices and judgment when
following TCAS RA's. TCAS does not diminish the flight crew's responsibility
for outside visual scan and see and avoid vigilance.
TCAS may occasionally issue an RA against an aircraft that has legal
separation. This may be the result of one aircraft maneuvering, or in the case of
500' VFR - IFR separation, due to either or both aircraft being only slightly off
altitude. TCAS uses a target's existing and previous vertical speed to predict
separation. It is not aware of traffic's intention to level off at an altitude above
or below its own altitude. For this reason, an RA can be issued prior to such a
level off.
TCAS is only required to track aircraft within 14 miles; outside of this range,
targets may be intermittent. Non-transponder or inoperative transponder
aircraft are invisible to TCAS. Traffic with a transponder, but without altitude
reporting, will not generate an RA. Mode C only transponders are not capable
of coordinating responses. The TCAS aircraft assumes that the Mode C aircraft
will not change its flight path.
Required Reports
Submit a Captain's Irregularity Report whenever response to an RA requires
deviation from an assigned clearance. Submit Aviation Safety Reporting
System (ASRS) reports at the crew's discretion. Report areas or operations that
result in a high number of TA's or unwarranted RA's via Captain Information
Report to the Chief Pilot's Office.
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GROUND PROXIMITY WARNING SYSTEM
The GPWS contains all of the standard terrain / configuration warnings and
alerts in addition to a look - ahead terrain warning feature (see Section 6.15 for
System Description).
Flight crew required responses to warnings / alerts are stated below.
"TERRAIN'VPULL UP'VConfiguration Warning
• Aggressively advance throttles to mechanical stops to ensure maximum
thrust is obtained with minimum delay.
• Disengage the autopilot and autothrottles.
• Rotate aggressively initially toward a 20° pitch attitude. Disregard flight
director indications. Stop rotation immediately if stick shaker or buffet
should occur (do not pitch above pitch limit indicator [PLI]). Roll wings
level if in a turn to provide maximum lifting force.
• Verify speedbrakes are retracted.
• Climb at the best angle of climb until clear of terrain.
WARNING : Any "TERRAIN," "PULL UP," or configuration warning that
occurs or continues below 500' AFE mandates a go-around,
regardless of flight conditions.
Note : If a warning occurs above 500' AFE when flying under daylight VMC
conditions, and positive visual verification is made that no hazard
exists and that aircraft configuration is correct, the warning may be
regarded as cautionary and the approach may be continued.
GPWS Alert
GPWS alerts of "DON'T SINK," "SINK RATE," "GLIDE SLOPE," or
"BANK ANGLE" require immediate response by the flight crew. The PF must
take immediate action to correct the flight path.
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ADVERSE WEATHER
WEATHER RADAR
The requirements for weather radar for dispatch are stated in the aircraft
minimum equipment list. If the radar becomes inoperative in flight, the flight
may not enter a known or forecast thunderstorm area unless the- Captain is
satisfied that thunderstorms can be avoided visually. If already in a
thunderstorm area when the radar becomes inoperative, the flight will avoid
thunderstorms visually, or if this is impossible, slow to recommended
turbulence penetration speed and take the shortest course out of the area
consistent with safety.
Continental aircraft are equipped with an X-Band weather radar
receiver/transmitter and a flat-plate antenna. The flat-plate antenna produces a
narrow beam (3.0°) without any significant sidelobes. For optimum
performance, more tilt adjustment will be required than with the older parabolic
type antenna which produce numerous sidelobes, as shown in the diagram
below.
Parabolic Antenna
Lobe Plattern
Flat Plate Antenna
Lobe Pattern
4142273
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Resolution
There are several factors which affect the resolution of the radar system.
Range
Increasing range will decrease the radar return. The system compensates for
this by varying the system gain with range, therefore giving as accurate a return
as possible, at varying ranges.
Attenuation
Intervening precipitation and increasing range tend to attenuate the beam. The
radar compensates for precipitation or range attenuation, so that the correct
color is displayed on the indicator. This feature, called penetration
compensation, allows more accurate presentation of storm cells even when
viewed through intervening rainfall.
Caution : Although this special circuitry compensates for areas of
precipitation, weather radar should not be used for penetration of
thunderstorm areas where the precipitation between aircraft and
target is moderate to heavy.
The storm behind the storm may not be displayed under extreme attenuation
conditions. Do not penetrate strong targets assuming there is nothing behind
them. If the ground cannot be painted behind the storm, then the attenuation
compensation is not effective due to extremely high attenuation.
Nature Of Target
Storm targets differ in their ability to return a signal. Precipitation tends to
absorb part of the transmitted signal which masks targets behind heavy
precipitation areas.
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(TRANSMITTED) Rain
i a k THROUGH
(RETURNED) 0*0
Wet Hail
Dry Hail
Snow/Ice Crystals
* ■ * • ■
* '#**** ■
«... *
» * * • #
As the tilt control is used to sweep a storm target, the return may change color,
not due to a change in precipitation rate, but to the type of precipitation target
encountered.
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Gain Control
The 12 o'clock detent of the gain knob is auto gain. This is the normal position.
Manual gain control is available in all modes by moving the gain knob left or
right of the 12 o'clock position (see Sect 6.15, Warn Systems, for a complete
description).
Manual gain should only be used to reduce the receiver's sensitivity to aid in
determining the relative intensity of multiple thunderstorms and embedded cells.
Caution : Maximum manual gain settings will enhance radar receiver
sensitivity, but as the gain is reduced there is a chance that all
radar displays will be eliminated.
Turbulence
Selecting the turb position causes all weather targets (precipitation and
turbulence) to be displayed. Turbulence detection is limited to the first 40 NM
regardless of the range selected. It will be displayed in magenta on the indicator
superimposed over the weather information. This feature allows the detection
of storm related turbulence by measuring the Doppler shift of detected particles.
Precipitation must be present for this mode to operate. Clear air turbulence
(CAT) will not be detected. Manual gain is available in turb mode, but should
have no effect on turbulence targets.
Selecting the wx position will cause all precipitation targets to be displayed.
Detectable weather will be displayed in three colors; red, yellow, and green.
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Inflight Operations
Antenna Tilt Operations
Takeoff and Landings
Operations below 10,000' usually require a tilt setting of 2° - 3° upward tilt.
This will provide target detection up to 40 NM, without excessive ground
returns, and eliminate frequent tilt adjustment. The tilt setting should be
adjusted as necessary to optimize target display. A solid ground return between
35 to 40 NM ensures targets within 35 NM will be detected. If tilt settings
below 4 degrees are used for takeoff, some ground return will be detected until
passing 5,000' AGL. This is due to minor sidelobes. Set 7° up initially for
takeoff.
Middle Altitudes (near 20,000')
Antenna tilt settings should be roughly 0° or slightly down. For over-land
operation, adjust tilt control until a small arc of ground return appears at the
outer edge of the display. Storm cells displayed between half scale and the outer
edge of the display should be monitored; tilt the antenna down and alternating
range setting as necessary to avoid over-scanning as you approach these cells.
Higher Altitude (around 35,000')
At longer ranges it will be difficult to obtain ground targets at the outermost
area of the display due to the curvature of the earth. Overwater, or if ground
returns cannot be obtained at outer edge, use the following cruise tilt angles:
Target Range (NM) Approximate Tilt Angle (Degrees)
As targets move past the half-way position, adjust antenna tilt angle and range
setting as necessary to avoid over-scanning. Detection of targets closer than 20
NM may be difficult, as the large tilt-down settings being used may result in
excessive ground clutter and/or more distant storms not being detected.
160
80
40
Over Land
2 Down
3 Down
5 Down
Over Water
3 Down
5 Down
8 Down
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Storm Height
Most formulas and charts used to determine storm heights are complex as a
result of the accuracy of calibration and the curvature of the earth. However, the
following is a method that estimates the top of the detectable moisture (radar
top), and is independent of calibration and curvature problems.
While scanning for storm targets, the most effective tilt angle of the antenna
depends upon the altitude of the aircraft and the selected range. Once a storm is
detected by varying the tilt angle (see previous table), decrease the tilt until the
ground return touches the center of the storm and note the tilt angle displayed on
the radar indicator. Now increase the tilt until the storm disappears and again
note the tilt angle. The difference of these two settings is important, and
eliminates the need of calibration corrections. Multiplying this tilt difference
figure times the distance of the storm from the aircraft equals the storm height
above ground level (i.e., a five degree difference of a storm at fifty miles equals
a storm height of 250 or 25,000 ft. AGL).
Recall, the radar top is only the top of the moisture return and not the top of the
cloud. Experience has shown that an additional 10,000' to 15,000' must be
added to the radar top to ensure total clearance of the storm area.
Overwater Operating Procedures
• Do not use map mode for weather detection.
• Limit the use of 320 NM range to map mode. Weather detection is marginal
beyond 220 NM.
• Use 160 NM range for weather surveillance with tilt down 3° and expect
some sea clutter at the outer limits (i.e., above 120 NM).
• As weather is detected, range down to 80 NM then 40 NM using tilt to
determine the radar tops. Radar tops should be avoided by approximately
10,000' to 15,000'. Circumnavigate if required.
• Periodically return to 1 60 NM to re-examine the big picture.
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ENGINE OPERATION DURING SEVERE PRECIPITATION
Flights should be conducted to avoid moderate to severe thunderstorm activity
by overflight or circumnavigation. To the maximum extent possible, moderate
to heavy rain / hail should also be avoided. Weather radar, pilot reports, and
flight crew observations may be used by the flight crew to determine when
moderate to heavy rain / hail / sleet will be encountered or unavoidable.
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WINDSHEAR AVOIDANCE AND RECOVERY
General
The first and foremost rule is to avoid windshear. As enhanced detection and
guidance capabilities become available, the pilot must not perceive these aids as
providing the capability to penetrate windshear. These aids are intended to be
used for avoidance only, in the same manner as radar is used as an aid in
avoiding thunderstorms.
Microburst Windshear Probability Guidelines
Observation Probability
Of Windshear
Presence Of Convective Weather Near Intended Flight Path
• With Localized Strong Winds (tower report or observed blowing dust,
rings of dust, tornado-line features, etc.) HIGH
• With Heavy Precipitation (observed or radar indications of contour, red or
attenuation shadow) HIGH
• With Rainshower MEDIUM
• With Lightning MEDIUM
• WithVirga MEDIUM
• With Moderate Or Greater Turbulence
(reported or with radar indications) MEDIUM
• With Temperature/Dew Point Spread Between
30 And 50 Degrees Fahrenheit MEDIUM
• Onboard Windshear Detection System Alert
(reported or observed) HIGH
Pirep Of Airspeed Loss Or Gain
• 20 Knots Or Greater HIGH
• Less Than 20 Knots MEDIUM
LLWAS Alert / Wind Velocity Change
• 20 Knots Or Greater HIGH
• Less Than 20 Knots MEDIUM
• Forecast Of Convective Weather LOW
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Note : These guidelines apply to operations in the vicinity (within 3 miles
of the point of takeoff or landing along the intended flight path
below 1000' AGL). The clues should be considered cumulative.
If more than one is observed, the probability is increased. The
hazard increases with proximity to the convective weather.
Weather assessments should be made continuously.
The windshear recovery enhancement system includes, a prediction, a detection
and a guidance system. Each system operates independently of the other.
Predictive Windshear System (PWS)
The Predictive Windshear System (PWS) is part of the weather radar system. It
augments the GPWS windshear detection system. The PWS uses radar imaging
to detect disturbed air prior to entering a windshear. Aural and visual alerts
warn the crew of windshear. The PWS is activated by the following methods:
• Manually on the ground when the weather radar is activated with the EFIS
control panel wxr switch
• Automatically on the ground when the thrust levers are set for takeoff
• Automatically in the air when below 2300' RA.
There are two alerts associated with the PWS: A warning alert and a caution
alert. These alerts are available below 1200' RA.
A PWS caution windshear alert is activated if a windshear is detected between
0.5 NM and 3 NM and 25 degrees left or right of the aircraft's magnetic
heading, and not within the warning alert area.
On the ground, a PWS warning alert is activated if a windshear is detected
between 0.5 NM and 3 NM and 0.25 NM right or left of the aircraft's magnetic
heading.
In the air, a PWS warning alert is activated if a windshear is detected between
0.5 NM and 1.5 NM and 0.25 NM left or right of the aircraft's magnetic
heading.
PWS windshear alerts are prioritized along with GPWS and TCAS alerts based
on the level of the hazard and time required for flight crews to react.
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Predictive Windshear Annunciation's
AURAL ALERT
VISUAL ALERT
DESCRIPTION
"MONITOR
RADAR
DISPLAY"
Red & Black windshear symbol on ND (in
expanded MAP, center MAP, and expanded
VOR or APP modes only).
Amber WINDSHEAR on ND (all modes).
Caution alert.
Windshear symbol
on ND shows
windshear position.
"WINDSHEAR
AHEAD"
Master WARNING lights
Red WINDSHEAR on PFD.
Red & Black windshear symbol on ND (in
expanded MAP, center MAP, and expanded
VOR or APP modes only).
Red WINDSHEAR on ND (all modes).
Warning alert
(takeoff).
Windshear symbol
on ND shows
WINUSNcdr pUSIUUN..
"GO AROUND,
WINDSHEAR
AHEAD"
Master WARNING lights.
Red WINDSHEAR on PFD.
Red & Black windshear symbol on ND (in
expanded MAP, center MAP, and expanded
VOR or APP modes only).
Red WINDSHEAR on ND (all modes).
Warning alert
(approach).
Windshear symbol
on ND shows
windshear position..
GPWS Windshear System (Reactive)
A windshear condition is detected using inputs from aircraft systems including
angle of attack (AO A), ADIRU, and Air Data Modules. The minimum
windshear intensity which activates a warning is dependent upon flap position,
radio altitude, and phase of flight (takeoff or approach). The windshear alert
does not annunciate shears of the type which require only routine piloting effort.
As a result, the alerting signal is considered a warning level, and specific crew
actions are expected.
The GPWS provides the aural and visual alerting signals for windshear
conditions. The aural warning consists of a two-tone siren followed by the
words "WINDSHEAR, WINDSHEAR, WINDSHEAR." The warning is
activated only once during a windshear encounter. The visual warning is
provided by illumination of the time critical windshear annunciation on the
Captain's and First Officer's PFD. The lights remain illuminated until a safe
airspeed has been re-established after the windshear has dissipated. The
windshear warnings take priority over all other gpws modes.
On takeoff, the alert is enabled at rotation, and remains enabled up to 1500'
radio altitude.
On approach, the alert is enabled at 1500' RA and remains enabled until
touchdown.
The GPWS windshear warning is the highest level, followed by terrain
warnings, predictive windshear, and TCAS.
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Reactive Windshear Annunciation's
AURAL ALERT
VISUAL ALERT
DESCRIPTION
Two tone siren
followed by:
"WINDSHEAR,
WINDSHEAR,
WINDSHEAR"
Master WARNING lights.
Red WINDSHEAR on PFD.
Windshear condition
is detected.
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Predictive Windshear Procedures
The following procedural chart applies to the predictive windshear system.
Continental's policy is to avoid all windshear and other hazardous weather.
Note : During takeoff and landing, the PWS inhibits new caution alerts
between 80 knots and 400' RA, and new warning alerts between 100
knots and 50' RA. These inhibits do not remove caution or warning
alerts that already exist.
PHASE OF
OPERATION
WARNING ALERT
CAUTION ALERT
SYSTEM FAILURE
Before Takeoff
Advise ATC of the
location of the
Warning Alert. Delay
takeoff until the
warning is no longer
present.
Advise ATC of the
location of the
Caution Alert. At the
Captain's discretion,
delay the takeoff or
takeoff and maneuver
to avoid the hazard.
If predictive
windshear system is
inoperative, use
standard windshear
avoidance
procedures.
Takpoff Prior to 100
Kts.
Reject the takeoff.
Advise ATC of the
location of the
windshear hazard.
Assure maximum
rated thrust is
applied. Continue the
takeoff, and advise
ATC of the hazard
and maneuver around
the hazard.
If predictive
windshear system is
inoperative, use
standard windhsear
avoidance
procedures.
80 Kts. To 400' RA
New Caution Alerts
inhibited.
If predictive
windshear system is
inoperative, use
standard windhsear
avoidance
procedures.
100 Kts. To 50' RA
New Warning Alerts
inhibited.
If predictive
windshear system is
inoperative, use
standard windhsear
avoidance
procedures.
After Takeoff
Assure maximum
rated thrust is
applied. If the
windshear is
penetrated, utilize
windshear recovery
procedures. Advise
ATC of the hazard.
Assure maximum
rated thrust is
applied. If the
windshear is
penetrated, utilize
windshear recovery
procedures. Advise
ATC of the hazard.
If predictive
windshear system is
inoperative, use
standard windshear
avoidance
procedures.
During Approach
Initiate a normal go-
around. If the
windshear hazard is
penetrated, utilize
windshear recovery
procedures. Advise
ATC of the hazard.
At the Captain's
discretion, maneuver
around the windshear
hazard if a safe
stabilized approach
can be continued
after the maneuver, or
initiate a normal go-
around. Advise ATC
of the hazard.
If predictive
windshear system is
inoperative, use
standard windshear
avoidance
procedures.
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Reactive Windshear Procedures
The Flight Director was chosen as the guidance system because it is simple,
displayed on the PFD, and pilots use it on a routine basis. The AFDS provides
windshear recovery guidance by means of the normal go-around pitch and roll
modes. Go-around is engaged by pushing a to/ga switch. The control inputs
for the guidance come from vertical speed, airspeed and angle of attack. The
command guidance control laws are:
The AFDS commands a pitch-up of 15° or slightly below the pitch limit,
whichever is lower.
As rate of climb increases, the AFDS transitions from pitch to airspeed
control. The target airspeed is the IAS/MACH window airspeed or current
airspeed, whichever is greater when to/ga is engaged. If current airspeed
remains above the selected speed for 5 seconds, the selected airspeed is
reset to current airspeed, (to a maximum of the IAS/MACH window speed
plus 25 knots).
If the autopilot is not engaged when go-around is initiated, the pilot must fly
the windshear recovery following the flight director commands. If the
autothrottle is not armed, the thrust levers must be advanced manually.
When the aircraft departs the windshear environment, the Flight Director
will smoothly transition back to the normal to/ga mode.
Takeoff
The AFDS provides windshear recovery guidance by means of the normal
takeoff pitch and roll modes (to/ga). The flight director commands a pitch of
15° or slightly below the Pitch Limit Indicator (PLI), whichever is lower.
Operational Precautions
Takeoff
Airports Without Terminal Doppler Weather Radar :
If the preceding conditions exist and PIREPS indicate a windshear in excess of
15 knots with increasing intensity, delay departure 30 minutes.
If the preceding conditions exist and PIREPS indicate a windshear of less than
15 knots with diminishing intensity, delay departure 15 minutes.
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Airports With Terminal Doppler Weather Radar :
A Microburst Alert or Windshear Alert will be issued by the tower in
conjunction with a clearance to a specific runway. If the clearance does not
contain an alert, the flight crew may assume that no alert exists at the present
time.
If a Windshear Alert accompanied by a reported gain of airspeed is issued, the
crew may take off, but be alert for sudden airspeed increase. If airborne, the
pilot should adjust pitch attitude smoothly to maintain desired airspeed, but
should not chase large rapid airspeed fluctuations.
If a Windshear Alert accompanied by a reported loss of airspeed, or a
Microburst Alert is received, a takeoff should not be attempted. If either alert is
received during takeoff prior to 100 knots, the takeoff should be aborted. If
either alert is received after 100 knots, the takeoff may be aborted or continued
at Captain's discretion after considering runway available, gross weight, and
related meteorological conditions.
If, after careful consideration, the decision to continue the takeoff is made:
1 . If practical, use the longest suitable runway provided it is clear of areas of
known windshear. Use a takeoff flap setting of 20 unless limited by
obstacle clearance and/or climb gradient. This setting provides the best
performance for countering windshears.
2. Maximum rated takeoff thrust must be used. (Reduced Thrust takeoff is
prohibited.)
3 . Use the Flight Director display.
4. Use Autothrottles for takeoff.
5. Use increased airspeed at rotation when available. To compute the
increased rotation airspeed:
• Determine the Vi, V R , and V 2 speed for the actual aircraft gross weight
and flap setting. Set airspeed bugs to these values in the normal
manner.
• Determine the field length limit (runway limit) maximum weight and
corresponding V R for the selected runway.
• If the field length limit V R is greater than the actual gross weight V R
(almost always the case), use the higher V R (up to 20 knots in excess
of actual gross weight V R ) for takeoff. Airspeed bugs should NOT be
reset to the higher speeds.
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• Rotate to normal initial climb attitude at the increased V R , and
maintain this attitude. This technique produces a higher initial climb
speed which slowly bleeds off to the normal climb speed.
WARNING : If windshear is encountered at or above the actual
gross weight V R , do not attempt to accelerate to the
increased V R , but rotate without hesitation. If
windshear is encountered at or near the actual gross
weight V R and airspeed suddenly decreases, there
may not be sufficient runway left to accelerate back
to normal V R . If there is insufficient runway left to
stop, initiate a normal rotation at least 2,000' before
the end of the runway, even if airspeed is low.
Higher than normal attitudes may be required to lift
off in the remaining runway. Aft body contact may
occur.
Throttles may be advanced to the mechanical stops.
If increased airspeed was not used prior to liftoff,
accelerating to higher than normal airspeed after
liftoff is not recommended. Reducing pitch attitude
at low altitude to accelerate might produce a hazard
if windshear is encountered.
Once the takeoff is initiated, the flight crew should be alert for airspeed
fluctuations. If significant airspeed variations occur below V b the takeoff
should be aborted if sufficient runway remains.
Caution : Accelerate / Stop distances are computed assuming a normal
acceleration to Vi. Airspeed fluctuations may cause the aircraft to
achieve Vi at a point farther down the runway than anticipated.
Therefore, the aircraft may not be able to stop on the runway.
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Approach
Due to configuration and power settings, aircraft are the most vulnerable to
windshear effects during the approach and landing phase of flight. Airspeed
losses and excessive sink rates should be immediately responded to by the flight
crew, since the aircraft may not be able to recover from a situation that has been
allowed to progress unchecked. A stabilized approach should be established no
later than 1,000' AGL to improve windshear recognition capability.
Select flaps 30. Leave the autopilot and autothrottles engaged and set the
normal target value. During the approach, the pilots should continuously
monitor airspeed loss reports from other aircraft ahead, or from the tower if
equipped with Terminal Doppler Weather Radar. If the autothrottles are
disengaged, or planned to be disengaged before landing, the reported airspeed
loss should be added to V REF . If this value is in excess of Target airspeed, the
pilot should increase to and maintain this speed. The Target bug should remain
set based on the surface wind additive only. If the reported airspeed loss, when
added to V REF , results in a speed less than Target airspeed, maintain Target
airspeed. If the additive to V REF (due to either surface wind or reported loss)
results in an adjustment in excess of V RE f + 20 knots, the approach should not
be continued.
Airspeed additive (with autothrottles disengaged) due to reported airspeed loss
should be maintained to touchdown; however, the aircraft should not be allowed
to "float" beyond the touchdown zone.
WARNING : Increased touchdown speeds increase stopping distance. An
additional 20 knots at touchdown can increase stopping distance
by as much as 25%.
Vertical speed should be closely monitored. If the descent rate required to
maintain the glide path is significantly different than expected (based on ground
speed and descent slope) continuance of the approach may not be a safe course
of action.
Caution : At airports equipped with Terminal Doppler Weather Radar, a
missed approach should be executed if the Microburst Alert or a
Windshear Alert, accompanied by a reported airspeed loss of
greater than 20 knots, is received.
An increase in airspeed and ballooning above the glideslope may be first
indications of a windshear. Do not make large thrust reductions. This increase
in performance may be followed soon by a rapid airspeed loss and an additional
loss of performance due to a downdraft. The pilot may choose to accept this
initial airspeed gain, anticipating an equal or greater loss.
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Recovery Maneuver
The following actions are recommended whenever flight path control becomes
marginal below 1000' AGL on takeoff or approach. As guidelines, marginal
flight path control may be indicated by deviations from target conditions in
excess of:
• ±15 knots indicated airspeed.
• ± 500 FPM vertical speed deviation from normal.
• ±5° pitch attitude change.
• ±1 dot glideslope displacement.
• Unusual throttle position for a significant period of time.
Exact parameters cannot be established. In certain situations where significant
rates of change occur, it may be necessary to go-around before any of the above
are exceeded. The determination to begin the recovery procedure is subjective
and based on the pilot's judgment of the situation.
If flight path control becomes marginal at low altitude, initiate the windshear
recovery maneuver without delay. IF ground contact appears imminent, either
pilot calls "CHECK MAX THROTTLE." Accomplish the first three steps
simultaneously:
• Leave the autopilot and autothrottles connected and engage to/ga for
windshear recovery procedures.
If the autothrottles are not engaged:
• Aggressively advance throttles to mechanical stops to ensure maximum
thrust is obtained with minimum delay. This max throttle setting is
recommended until positive indications of recovery are confirmed. Positive
indications of recovery include:
A. Altimeter and IVSI indicate level flight or a climb; and
B. Airspeed stable or increasing; and
C. Aural, visual warnings cease (stick shaker, windshear warning).
Note : If positive indications of recovery are confirmed while advancing
the throttles to the mechanical stops, the power setting for
continuous recovery to normal flight parameters may be limited to
maximum rated thrust (i.e., go-around thrust) to avoid
unnecessarily exceeding engine limitations.
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• Rotate initially toward a 15° pitch attitude at normal rotation rate. Stop
rotation immediately if stick shaker or buffet should occur. Roll wings
level if in a turn to provide maximum lifting force.
Note : With the flight director in the to/ga mode, the command bars will
provide correct flight path guidance during a windshear encounter
on takeoff.
• Monitor vertical speed, attitude, and altitude. If the aircraft develops a sink
rate, increase pitch attitude smoothly and in small increments to achieve
zero or positive vertical path. Always respect stick shaker and use
intermittent stick shaker as the upper limit for pitch attitude.
• Do not change flap, gear, or trim position until terrain contact and/or loss of
airspeed is no longer a factor.
Note : After liftoff or initiation of a go-around, adjust pitch to achieve a
positive vertical flight path. Although exact criteria cannot be
established, a target pitch attitude of 15° should provide a positive
vertical path. Keeping a positive or zero rate of climb is the major
objective. Airspeeds below normal must be accepted at least
temporarily. If stick shaker is activated, pitch attitude should be
reduced just enough to silence the stick shaker. Flight with
intermittent stick shaker may be required to maintain a positive
rate of climb. The pitch limit indicator on the PFD should be used
as a maximum pitch reference during this maneuver. Control
pitch attitude in a smooth, steady manner to avoid overshooting
the attitude at which stall warning is initiated. Heavy and unusual
control column forces (up to 30 lbs.) may be required.
• Speed is the least important item. If the pilot attempts to regain lost
airspeed by lowering the nose, the combination of decreasing airspeed and
decreasing pitch attitude produces a high rate of descent. Unless this is
countered by the pilot, a critical flight path control situation may develop
rapidly.
• The pilot monitoring should focus attention on vertical path, altitude, and
pitch attitude. Inform the pilot flying of impending and negative vertical
speeds by a callout of "SINK RATE." The pilot flying should focus
attention on pitch attitude and flying the aircraft.
Windshear ends when the tailwind component stops increasing.
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Crew Coordination
The Pilot Flying should focus attention on flying the aircraft. In a windshear
encounter, appropriate action should be taken in response to callouts.
The Pilot Monitoring should focus attention on airspeed, vertical speed, altitude,
pitch attitude, glidepath deviation, and thrust. If significant deviations should
occur, call them out immediately. In a windshear encounter, the Pilot
Monitoring should call aircraft trends such as "CLIMBING" or "SINKING,"
accompanied by radio altitude (AGL).
Pilot Reports
As soon as possible, report the encounter to the tower or controlling agency.
The aircraft following might not have the performance required to recover from
the same windshear encounter. The windshear may also be increasing in
intensity making flight through it even more dangerous.
The pilot report should contain the following information:
• Specifically state either GAIN or LOSS of airspeed
• Magnitude of GAIN or LOSS
• Altitude at which shear was encountered
• Location of shear with respect to runway in use
• Aircraft type
• Use the term PIREP to encourage rebroadcast of the report to other aircraft
Critical remarks establishing severity such as "MAXIMUM THRUST
REQUIRED, . . . ALMOST CONTACTED TERRAIN" etc. are also helpful.
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TURBULENCE
WARNING : Severe turbulence should be avoided if at all possible. If severe
turbulence cannot be avoided, a descent 4000 feet below
optimum altitude is recommended to increase buffet margin.
The two major concerns when encountering turbulence are minimizing
structural loads imposed on the aircraft and avoiding extreme, unrecoverable
attitudes.
Autopilot
If turbulence is light to moderate, it is best to use the autopilot. If turbulence is
greater than moderate, the autopilot may be used as long as its operation is
monitored.
• Do not use altitude hold.
• Monitor pitch trim activity and be prepared to disengage if sustained
trimming occurs.
• Do not aid or resist control motions when autopilot is engaged.
The B777 autoflight system control laws are designed to minimize large trim
changes or high maneuvering loads. The autoflight system will allow altitude to
vary by several hundred feet in response to strong up or down drafts to avoid
excessive G-loading. It is possible to experience altitude deviations sufficient to
cause an altitude alert caution without causing the autopilot to disengage.
Airspeed
The maximum turbulent airspeed is 280 KIAS or Mach .82, whichever is lower
above 25,000 feet. Below 25,000 feet, a turbulent airspeed of 270 KIAS or
minimum maneuvering, whichever is greater, should be observed. These
speeds should be maintained as they provide the optimum tradeoff between
buffet margin and structural loading. Slower speeds reduce the buffet margin,
increase drag, and increase the out-of-trim condition due to fluctuations in
airspeed. Lower speeds also increase the potential for turbulence to cause an
extreme, unrecoverable attitude.
Sizable and rapid airspeed variations will likely occur depending on the severity
of the turbulence but it is considered highly undesirable to chase airspeed either
with elevator or throttle manipulations. Moderate variations, either above or
below, are of minor consequence since some of the fluctuation of the
instruments is a result of the turbulence itself and does not represent a real
change in the aircraft's speed or altitude.
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Attitude
The natural stability of the aircraft will work in a direction to minimize the loads
imposed by turbulence. The pilot should rely on this natural stability and not
become too greatly concerned about pitch attitude variations. Rapid and large
aileron control inputs are permissible to hold the wings level, but pitch attitude
must be controlled using only small to moderate elevator control inputs to avoid
overstressing aircraft structure. Elevator control should be applied smoothly in
a direction to resist motions away from the desired attitude, and the elevator
should be returned to neutral when the aircraft is progressing toward the desired
attitude.
Pitch attitude should be controlled solely with the elevator, never with stabilizer
trim. An updraft or downdraft, which might tempt the pilot to change trim, can
be expected to reverse itself in the next few seconds. If trim has been applied to
counter the first draft, the second draft (which will likely be in the opposite
direction) will exaggerate the out-of-trim condition. It is therefore considered
desirable to leave the stabilizer trim alone in severe turbulence.
Thrust
Note : Use speedbrakes to slow if necessary. Adjust throttles only as
necessary to avoid excessive airspeed variations. Use smooth power
changes and maintain thrust as high as practicable. Do not chase
airspeed.
Large variations in airspeed and altitude are almost certain to occur in severe
turbulence. Set thrust to maintain the recommended penetration speed in level
flight and minimize thrust changes.
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Altitude
Because of the very high velocity updrafts and downdrafts in severe turbulence
regions, large variations in altitude are almost certain to occur. Too much
concern about these variations will merely lead to excessive control
manipulations, causing large G load variations and unwanted airspeed
excursions. Altitude should be allowed to vary within reasonable bounds. At
high altitude, or during high-speed cruise at intermediate altitude, turbulence
encounters may produce high-speed buffeting. The aircraft has been flown into
the high-speed buffet regime many times during flight test in the process of
determining and evaluating its qualities under these conditions. No unusual
flight characteristics have been noted. However, to the uninitiated, the buffeting
or shaking might be disconcerting, being somewhat similar in nature, but more
severe, than the shaking that occurs under some conditions when speedbrake is
extended.
When experienced in combination with severe turbulence, these effects might
easily be incorrectly diagnosed as increased severity of the atmospheric
disturbance, and result in an exaggerated assessment of the seriousness of the
situation. Experience to date has shown that severe turbulence encounters at
high altitude have caused positive Gs as high as 2.5. However, it is believed
that if the recommended attitude control procedures are followed, high load
factors need not be imposed.
Even though these procedures are used, an occasional encounter with high-
speed buffeting in unexpected severe turbulence may be unavoidable above
30,000'. Such an occurrence should not cause great alarm, and should not be
misinterpreted as a low speed stall with an accompanying rapid push-over for
recovery, since any such action might aggravate the buffet situation by merely
increasing the Mach number.
This tendency to encounter high-speed buffeting in severe turbulence is
increased with increasing altitude. It is therefore apparent that climbing in an
attempt to avoid an area of expected severe turbulence could lead to this type of
buffeting difficulty if the turbulent region could not be completely topped.
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Structural
Flap extension in an area of known turbulence should be delayed as long as
possible, because the aircraft can withstand higher gust loads in the clean
configuration. Diversion to another airfield is the best policy if severe
turbulence persists in the area.
Procedure Summary
In a brief form, the procedures for flight in severe turbulence are summarized as
follows:
• Airspeed - 270 KIAS below 25,000' and approximately 280 KIAS or
approximately 0.82 Mach, whichever is lower at or above 25,000'. Severe
turbulence will cause large and often rapid variations in indicated airspeed.
Do not chase airspeed.
• Autopilot - May be used. Monitor pitch trim.
• If autopilot is disengaged, the following precautions should be observed:
Attitude - Maintain wings level and smoothly control pitch attitude. Use
attitude indicator as the primary instrument. In extreme drafts, large
attitude changes may occur. Do not use sudden large elevator control
inputs.
Stabilizer - Maintain control of the aircraft with the elevators. After
establishing the trim setting for penetration speed, do not change stabilizer
trim.
Altitude - Allow altitude to vary. Large altitude variations are possible in
severe turbulence. Sacrifice altitude in order to maintain the desired
attitude and airspeed. Do not chase altitude.
• Disengage the autothrottles.
• Make an initial thrust setting of Ni RPM for the target airspeed or Mach
number (280 knots or M.82).
• Change thrust only in case of extreme airspeed variation.
• If moderate-to-severe turbulence is expected, the use of shoulder harness is
recommended.
• When operating at altitudes below 10,000', 250 knots is acceptable.
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COLD WEATHER OPERATION
Predeparture Check
This check will determine the need for deicing. This check is usually
accomplished by the flight crew during the normal walk-around inspection
completed at the gate. Qualified ground personnel may also determine the need
for aircraft deicing without the flight crew present.
The Predeparture check is a check of critical aircraft surfaces to ensure that they
are free of any adhering ice, snow, slush, or frost. Critical aircraft surfaces
include the following:
• Wings - Takeoff with light coatings of frost, up to 1/8 inch (3mm) in
thickness on lower wing surfaces due to cold fuel is permissible. However,
all leading edge devices, all control surfaces, and all upper wing surfaces
must be free of snow, ice, slush, and frost.
• Fuselage - Thin hoarfrost is acceptable on the upper surface of the fuselage
provided all vents and ports are clear. Thin hoarfrost is a uniform white
deposit of fine crystalline texture, which is thin enough to distinguish
surface features underneath, such as paint lines, markings or lettering.
• Tail
• Control Surfaces
• Engine Inlets
• Landing Gear and Gear Doors, Wheels and Brakes
• Air Conditioning Inlets/Exits and Outflow Valves
• Air data Sensors, Stall Vanes, Pitot Tubes and Static Ports
If these aircraft surfaces are not free of any adhering ice, snow, slush or frost,
the aircraft must be deiced prior to departure.
In many cases, it may be necessary to start the engines and/or taxi to another
location prior to deicing the aircraft. In situations such as this, it is permissible
to start the engines and proceed to the deicing area with an accumulation of
snow and/or ice on the aircraft. However, in no case will an aircraft taxi for
takeoff without first ascertaining that the critical aircraft surfaces are free of any
adhering ice snow, slush, or frost.
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Ice, Frost and Snow Removal
Federal regulations prohibit takeoff when frost, snow or ice is adhering to
critical aircraft surfaces. These regulations are based on the "clean" aircraft
concept which requires a pre-takeoff contamination check to ascertain that
critical aircraft surfaces (wings and control surfaces) are "clean" (free of
adhering ice, frost or snow formations) and to determine that any formations not
adhering to critical surfaces will blow off in the early stages of takeoff roll.
Deicing/Anti-lcing
When freezing precipitation conditions exist, a two step deicing/anti-icing
procedure will be used. The first step, deicing, is the removal of contaminates
from the aircraft using diluted Types I, II or IV fluids. The second step, anti-
icing, is a separate fluid application to protect against ice, snow, slush or frost
adhering to critical aircraft surfaces. Diluted Type 1 or 100% Type II or IV
fluids are used for anti-icing.
When freezing precipitation conditions do not exist and are not anticipated, a
one step, deicing, procedure will be used to remove any contaminates that may
have adhered to the aircraft during a previous exposure to freezing precipitation.
Aircraft may be deiced/anti-iced with the engines and/or APU shutdown or
operating. In either case the air conditioning supply switches and APU air
switch should be selected off to prevent fumes from entering the cabin through
the air conditioning system.
After completion of deicing/anti-icing, run engines and APU for approximately
one minute with the air conditioning supply switches and APU air switch
selected off to ensure that all deicing/anti-icing fluid has been cleared from the
engines and APU. Consider making an announcement advising passengers that
a trace of odor may be sensed but it is a normal condition of deicing.
Aircraft de-icing / anti-icing when required, will be accomplished in accordance
with the Continental GMM Section 06-14.
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If using de-icing fluid on the airplane exterior with APU or engines running:
Pack Switches OFF
To reduce pack wear, wait approximately 10 seconds for packs to
completely shut down before positioning bleed switches to off.
Eng Bleed Switches (Engines Running) OFF
Reduces the possibility of fumes entering the air-conditioning system.
APU Bleed Switch (APU Running) OFF
Reduces the possibility of fumes entering the air-conditioning system.
Thrust Levers CLOSED
During de-icing, operate engines at idle to reduce the possibility of injury to
personnel at inlet or exhaust areas.
Flaps UP
Prevents ice and slush from accumulating in the flap cavities.
Approximately 1 minute after completion of de-icing, restore engine and APU
bleed air and pack operation.
Post Deicing/Anti-lcing Inspections
After the final anti-icing fluid application, personnel qualified in ground deicing
inspection procedures will inspect critical aircraft surfaces to ensure that they
are free of ice, slush, snow, or frost. Critical aircraft surfaces are listed in this
section under Predeparture Check.
After completion of the inspection, the flight crew will be notified via radio or
interphone communication that deicing/anti-icing and inspection procedures
have been completed. This notification must contain the following four
elements:
SAE Fluid Type: I, II or IV
Fluid Mixture: 1 00/0 = 1 00% Fluid / 0% Water,
75 / 25 = 75% Fluid / 25% Water,
50 / 50 = 50% Fluid / 50% Water
Local Time: (Hours/Minutes) of the beginning of the final anti-icing
fluid application
Employee Number: Of qualified person certifying that the deicing/anti-
icing and inspection procedures were accomplished.
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After receipt of this information, the flight crew will make the following aircraft
logbook entries:
icing and inspection procedures were accomplished.
(e.g., "Aircraft Anti-Iced, Type IV / 0830 / 38802").
Note : The above notification and subsequent logbook entry are only required
when freezing precipitation conditions exist. The situation may occur
where the aircraft was exposed to freezing precipitation several hours
prior to its next scheduled departure, such as an RON. The weather at
departure time is such that no freezing precipitation conditions exist.
In this situation the aircraft requires deicing only to clean any adhering
ice, snow, slush or frost that may have previously accumulated on the
aircraft. The aircraft does not have to be anti-iced because freezing
precipitation conditions do not exist. In this case post deicing
inspection procedures will be accomplished, however the flight crew
does not have to be notified and the logbook entry is not required.
Block (2)
Block (3)
Block (4)
Block (5)
Block (6)
Block (7)
Block (8)
Aircraft Fleet Number
Flight Number
Employee Number of Captain
Station
Day of Month
Month
Aircraft anti-iced, type fluid, fluid mixture, local
time (hours/minutes) of the beginning of the final
anti-icing fluid application, employee number of
qualified person certifying that the deicing / anti-
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Pretakeoff Contamination Check
After completion of the post deicing preflight inspection and only when freezing
precipitation conditions exist, if the aircraft is not airborne within 5 minutes of
the beginning of the final application of anti-icing fluid (time reported), a
pretakeoff contamination check is required. The pretakeoff contamination
check, when required, must also be accomplished within 5 minutes of the
commencement of the takeoff roll.
A pretakeoff contamination check is a close visual check by a qualified flight
deck crew member or qualified ground personnel, of wing surfaces, leading
edges, engine inlets, and other critical surfaces of the aircraft that are in view
either from the flight deck or cabin (whichever provides maximum view). If
surfaces have not been treated with FPD (Freezing Point Depressant) fluid,
evidence of melting snow and possible freezing is sought. Also, evidence of any
ice formation that may have been induced by taxi operations is sought. If the
aircraft has been treated with FPD fluids, evidence of a glossy smooth and wet
surface is sought. If, as a result of these checks evidence of ice, snow, slush or
frost formations is observed, the aircraft should be returned for additional
deicing.
The crewmember should perform the pretakeoff contamination check from the
best vantage points available from within the aircraft. The best vantage points
available for this check on the B777 aircraft have been identified as the cabin
windows directly adjacent to the forward portion of the engine nacelles. Other
vantage points can be used in this check; however, the identified best vantage
points must be used.
The aircraft must be parked and not in motion for the entire time that the flight
deck crew member is not at his or her station.
In some cases, it may become necessary to unseat passengers in the vicinity of
the overwing vantage point area to conduct the pretakeoff contamination check.
The flight deck crewmember making the check must ensure that all unseated
passengers are reseated with seatbelts fastened before returning to the flight
deck.
The exterior surface areas that may be viewed from inside the aircraft are deiced
or anti-iced first so that during the pretakeoff contamination check it can be
determined that other areas of the aircraft are clean since areas deiced or anti-
iced first will generally freeze first.
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In the darkness of night, the crewmember should use wing and other aircraft
illumination lights on the outside of the aircraft. All lighting inside the cabin
should be dimmed to improve the visibility through the cabin windows. The
crewmember may, where practical, call upon the assistance of qualified ground
personnel. If under any circumstance, the pilot in command cannot ascertain that
the aircraft is clean, takeoff should not be attempted.
The decision to takeoff, following pretakeoff contamination check remains
the responsibility of the pilot in command.
Anti-Icing Fluid Holdover Times
Holdover time is the estimated time an application of an anti-icing fluid will
prevent the adherence of frost, ice, snow, or slush on the treated surfaces of an
aircraft. Holdover time is obtained by anti-icing fluids remaining on the aircraft
surfaces. Holdover time begins when the final anti-icing application
commences, and expires when the anti-icing fluid applied to the aircraft wings,
control surfaces, engine inlets, and other critical surfaces loses its effectiveness.
Due to their properties, SAE Type I fluids form a thin liquid wetting film, which
provides limited holdover time, especially in conditions of freezing
precipitation.
SAE Type II and IV fluids contain a pseudoplastic thickening agent, which
enables the fluids to form a thicker liquid wetting film on external aircraft
surfaces. This film provides a longer holdover time, especially in conditions of
freezing precipitation.
The Guidelines To Hold Over Times table gives an indication as to the time
frame of protection that could reasonably be expected under conditions of
precipitation. However, due to the many variables that can influence holdover,
these times should not be considered as minimums or maximums, as the actual
time of protection may be extended or reduced, depending upon the particular
conditions existing at the time.
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Holdover Times Tables
The responsibility for the application of this data remains with the user.
Caution : This Table is for use in departure planning only, and should be
used in conjunction with pre-takeoff contamination check
procedures.
Caution : The time of protection will be shortened in heavy weather
conditions. Heavy precipitation rates or high moisture content,
high wind velocity and jet blast reduce holdover time below the
lowest time stated in the range. Holdover time may be reduced
when aircraft skin temperature is lower than OAT.
Caution : SAE Type I, II, and IV Fluids used during ground deicing / anti-
icing are not intended for and do not provide protection during
flight.
Note : For domestic operations using Types II or IV Fluid, Continental
Airlines may use a diluted mixture for the first step of a two step (de-
ice, then anti-ice) procedure, but uses only a 100% mixture of Type II
or Type IV fluid for the second step (anti-ice).
Note : Takeoffs in conditions of moderate and heavy freezing rain are not
approved. In lieu of an intensity report (ATC, ATIS, METAR, TAF,
etc.) the following may be used to estimate the intensity of the freezing
rain:
• Light: Scattered drops that, regardless of duration, do not
completely wet an exposed surface, up to a condition where
individual drops are easily seen.
• Moderate: Individual drops are not clearly identifiable; spray is
observable just above pavements and other hard surfaces.
• Heavy: Rain seemingly falls in sheets; individual drops are not
identifiable; heavy spray to height of several inches is observed
over hard surfaces.
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INTENTIONALLY LEFT BLANK
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Guidelines to Holdover Times
Times in Hours : Minutes
Information contained here in is applicable to light to moderate conditions only.
Takeoff in heavy icing conditions prohibited.
Weather
OA
T °
Type Fluid
Conditions
Cel
I
II
IV
****
50%
75%
100%
50%
75%
100%
Above 0°
4:00
6:00
12:00
4:00
6:00
18:00
Frost
0° to -3°
:45
3:00
5:00
3:00
5:00
-4° to -14°
8:00
12:00
-15° to -25°
Above 0°
:12to :30
:15to
:25 to
:35 to
:15 to
1 :05 to
1 :05 to
Freezing
Fog
0° to -3°
:30
1:00
1:30
:35
1:45
2:15
-4° to -14°
:06to :15
:20 to
:55
:20 to
1:05
:25 to
:50
:20 to
1:20
-15° to -25°
:15 to
:20
:15 to
:40
Above 0°
:06to :15
:05 to
:15 to
:40
:20to
:55
:05to
:20
:20to
:40
:35 to
1:05
Snowfall &
Snow
0° to - 3°
:06to :15
:15
:15 to
:30
:20 to
:45
:05 to
:15
:20 to
:35
:30 to
:55
Grains
-4° to -14°
:06to :15
:15 to
:25
:15 to
:35
:15 to
:25
:20 to
:40
-15° to -25°
:15 to
:30
:15 to
:30
Rain &
Cold
Soaked
Wing
Above 0°
:02 to :05
:05 to
:25
:05 to
:40
:05 to
:35
:10 to
:50
Freezing
Drizzle
-3° &
Above
:05 to :08
:05to
:15
:20 to
:45
:30 to
:55
:10 to
:20
:30 to
:50
:40 to
1:00
-4° to -10°
:15 to
:30
:15 to
:45
:15 to
:30
:20 to
:45
Light
Freezing
Rain
-3° & Above
:02 to :05
:05 to
:10
:10to
:20
:15 to
:30
:05 to
:10
:15 to
:30
:25 to
:40
-4° to -10°
:10 to
:30
:10 to
:20
:10 to
:25
Snow
pellets, ice
pellets,
moderate
& heavy
freezing
rain, hail &
heavy
i snow
CAUTION: No Holdover time guidelines exist.
Type II and IV fluids may be used below -25°C, provided the freezing point is at least 7°C below the OAT.
No holdover times exist.
If positive identification of freezing drizzle is not possible: Use holdover time for "Light Freezing Rain."
Long ground stops with high humidity may cause an unacceptable dilution at the actual OAT.
**** SAE Type 1 fluid / water mixture is selected so that the Freezing Point of the mixture is at least 1 0°C below
OAT.
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Engine Start
When parked on a slippery area, make sure that chocks are applied both in front
and behind the nose and main wheels prior to starting the engines. Chocks may
not hold on slippery areas unless they are sanded. If chocks are not available for
start, use sand or similar material and clear the airplane for potential movement.
Cold components such as gyros, gauges, actuators, etc., may function slower
than normal until reaching operating temperatures.
Before starting engines, ensure engine cowl inlet and exhaust areas are clear of
any excess de-icing fluid and/or ice accumulations. Use of de-icing solutions for
removal of engine inlet ice should be kept to the minimum required.
During all cold weather starts, it is recommended that engines be warmed up at
idle, or at thrust settings normally used for taxi, for five minutes before
advancing throttles to takeoff thrust.
After each engine is started, engine anti-ice should be turned on if outside air
temperature is less than 10°C (50°F) and icing conditions exist or are
anticipated
Caution : Do not operate engine anti-ice when the total air temperature
(TAT) is above 10°C (anti-ice on advisory message is displayed).
• Use normal start procedures; however, note that oil pressure may be slow
to rise and will initially be higher than normal. There must be some
indication of oil pressure by the time idle RPM is reached.
• Following engine shut down when no oil pressure indication by idle RPM,
allow 10 to 15 minutes for internal heat to warm oil system.
• If ambient temperature is below -35°C (-31°F), allow engine to idle two
minutes before changing thrust lever position.
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Taxi
All engines must be operating on ice, snow, or slush-covered surfaces. When
on slippery surfaces, make sure the parking brakes are released prior to
commencing taxi. When power is applied, the airplane may slide forward even
though the brakes are set.
Exercise caution when commencing taxi, as ramp areas may be especially
slippery due to airplane servicing, de-icing, etc. Avoid high thrust settings
when taxiing, especially when leaving the ramp area. If airplane response to
throttle movement is slow while on snow or slush, allow a few seconds for the
airplane to respond before applying more throttle. Advance power only as
necessary to start the airplane moving, then retard the throttles smoothly to idle
or to the minimum thrust necessary to maintain appropriate taxi speed.
Taxi speed should be as slow as practical on slippery surfaces and should be
especially slow when approaching turns or stopping areas. Lead turns by as
much as possible considering taxiway width. Nosewheel steering and braking
action may both be affected by lack of traction on slick and frozen surfaces; the
slower the speed, the better the traction. Avoid excessive nose gear steering
deflection. Surface conditions may vary between taxiways and parking areas
due to sanding and de-icing. Expect taxiways on bridges or other elevated areas
to be more susceptible to ice formation than adjacent areas. An icy surface may
be covered by a layer of snow. Melting ice or snow may cause rapid changes in
traction. It is essential that the taxi speed be kept low enough that the airplane
can be stopped in the space available. Reverse thrust may be used if necessary
to assist in stopping.
Taxi slowly on contaminated taxiways to prevent snow and slush from
impinging on wheel wells, flaps, and engines. Do not taxi through areas of deep
snow or deep slush. A crowned, slippery taxiway or a slick crosswind taxiway
may cause sideways slipping or weathervaning into the wind. Taxi as close as
possible on the centerline and avoid large nose steering inputs. Be aware of
snowbanks, as extended flaps are particularly susceptible to damage from such
hazards. Be alert for obscured runway, taxiway, or ramp markings and lights.
Caution : During ground operations in icing conditions, the engines must be
run up momentarily to a minimum of 50% Ni at intervals not to
exceed 15 minutes. Prior to takeoff under these conditions,
perform an engine run-up as above and observe that N b RPM,
and EGT indicate normal engine operation.
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Taxi with flaps up. With flaps extended, the flap carriages, fore flap, and aft
flap tracks are subjected to slush and water from main gear wheels. The
jackscrew fairings on the ends of each flap are subject to filling with slush, as
are the leading edge slat tracks.
The nose steering wheel should be exercised in both directions during taxi to
permit the circulation of warm hydraulic fluid through the steering cylinders.
This will minimize the lag encountered in steering during low temperatures.
Be aware that blasted snow or ice can cause damage at considerable distances.
Maintain increased separation behind other airplanes. Expect they may also
require an engine run-up to counteract ice formation
If a clear, dry run-up area is available during taxi or on the ramp, make a
preliminary power run on in order to prevent a rejected takeoff, which may
occur if the check is made on a slick runway.
The shortest possible route to the point of takeoff should be used to conserve
fuel and minimize the amount of ice fog generated by the jet engines. This fog
may delay takeoff by lowering the visibility below takeoff minimums.
Caution : Use extreme caution when taxiing over ice-covered taxiways or
runways, as excessive speed or high crosswinds may start a skid.
Attempt all turns at reduced speed.
Taxi speed should be kept as slow as possible to reduce the chance of the nose
gear tires throwing snow and slush up to the ram air inlet area.
Caution : When operating the wing flaps during low temperatures, the flap
position indicator should be monitored for positive movement. If
the flaps should stop, the flap control lever should be placed
immediately in the same position as indicated.
Before Takeoff
Prior to takeoff, recheck flight controls and trim for freedom of movement. Use
caution when taxiing onto the runway for takeoff. The approach end of the
runway may be more slippery than other areas due to melting and refreezing of
snow or ice following previous takeoffs. In addition, painted surfaces and
normal accumulation of fuel, oil, and rubber are made more slippery when
coated with moisture (i.e., water or slush).
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Takeoff
Check latest field conditions prior to takeoff. Slush and snow conditions change
rapidly. A runway is contaminated when more than 25% of the required field
length, within the width being used, is covered with l A inch or more of slush or
wet snow, or 2 inches or greater of dry snow.
• Slush is snow saturated with water which splatters when firmly stepped on.
• Wet snow is compactible and will stick together as in a snowball.
• Dry snow is light powdery snow which can be blown about freely. Snow
not considered dry will be considered wet.
• Icy runway is a runway covered with cold ice or wet melting ice.
Temperatures rising above 0°C, initial pavement temperatures above 0°C,
or solar radiation can produce wet melting ice. Melting ice or hard packed
snow with a melting or water covered surface may have poor to nil braking
action capability.
A reduced thrust takeoff is not permitted when the runway is contaminated by
water, ice, slush, or snow. On contaminated runways use higher takeoff flap
settings (as permitted by takeoff performance) to reduce takeoff roll.
Align the airplane with the runway centerline and ensure that the nosewheel is
straight before applying power for takeoff. Under severe icing conditions,
takeoff should be preceded by a static run-up to as high a thrust level as
practical with observation of Nj and EGT to assure normal engine operation.
On slippery surfaces, ensure the parking brakes are released prior to setting
takeoff power to preclude a takeoff with the parking brakes set.
With a contaminated runway, a static takeoff should be performed. Advance
throttles to 60 Ni for 10 seconds. If the airplane starts to move due to poor
braking conditions, release the brakes and proceed with a rolling takeoff. Check
all engine instruments for proper indications during the early part of this step,
Asymmetrical thrust can adversely affect directional control on slippery
runways. Throttle alignment at partial power may not assure alignment at
takeoff power as engine pairs may have different spool-up rates.
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On slippery runways, apply some nose down elevator to improve nosewheel
traction and directional control until rudder control becomes effective for
steering the airplane. Excessive forward control column pressure should be
avoided and, as speed increases, the forward pressure on the control column
should be reduced to lessen the possibility of nosewheel spray being ingested
into the engines when operating on wet, or slush and snow-covered runways.
To maintain the heading during takeoff roll, recognize initial heading deflections
early and correct by small rudder pedal steering inputs. Do not use differential
thrust
Automatic Ice Detection System
The automatic ice detection system detects aircraft icing in flight. Automatic ice
detection is inhibited on the ground. The system provides signals to control the
engine and wing anti-ice systems when those systems are in the automatic mode.
Wing Anti-Ice Operation
The wing anti-ice system may be used as a de-icer or anti-icer in flight only.
The primary method is to use the automatic ice detection system that acts as a
de-icer by allowing the ice to accumulate before turning wing anti-ice on. This
procedure provides the cleanest airfoil surface, the least possible run-back ice
formation, and the least fuel penalty. The second method is to select the wing
anti-ice selector on when wing icing is possible and use the system as an anti-
icer.
Ice accumulation on the flight deck windshield frames, windshield center post,
windshield wiper post, or side windows can be used as an indication that
airframe icing conditions exist.
Caution : Do not operate wing anti-ice when the total air temperature (TAT)
is above 10°C (anti-ice on advisory message is displayed).
The wing anti-ice (wai) annunciation is displayed below the EICAS N ;
indication when a wing anti-ice valve is open.
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In flight, when the wing anti-ice selector is in auto, wing anti-ice system
operation is automatic. When ice is detected, the wing anti-ice valves open and
bleed air is automatically supplied to the affected slats. When ice is no longer
detected the wing anti-ice valves close and bleed air is no longer supplied to the
slats. If one wing anti-ice valve fails closed, the wing anti-ice system
automatically closes the other valve to prevent asymmetrical wing anti-icing.
During the takeoff phase of flight, Automatic wing anti-ice operation is inhibited
for up to 10 minutes after takeoff and while in the takeoff engine thrust reference
mode. The wing anti-ice inhibit is removed after 10 minutes or when climb
thrust reference is selected. Manual wing anti-ice operation is not affected by
this inhibit.
Wing Anti-Ice System Manual Operation
In flight, turning the wing anti-ice selector on opens the wing anti-ice valve in
each wing, allowing bleed air to flow from the bleed air manifold to the affected
slats.
The aircraft is capable of continued safe flight and landing in icing conditions in
the event of in-flight failure of the wing anti-ice system.
Engine Anti-Ice Operation
Engine icing often forms when not expected, and may occur when there is no
evidence of icing on the windshield or other parts of the aircraft. Once ice
commences to form, an appreciable accumulation can build with surprising
rapidity. Although one bank of clouds may not cause icing, another bank, which
to all appearances is similar, may induce icing. Therefore the engine anti-icing
system should be left in the auto or on position whenever icing is possible.
During flight in moderate to severe icing conditions for prolonged periods with
Ni settings at or below 70%, or when fan icing is suspected due to high engine
vibration, the fan blades must be cleared of any ice. Perform the following
procedure on both engines, one engine at a time: reduce thrust toward idle then
increase to a minimum of 70% Ni for 15 seconds every 15 minutes.
The Engine Anti-Ice (eai) annunciation appears above the EICAS Ni indication
when an engine anti-ice valve is open.
Note : Failure to follow the recommended anti-ice procedures can result in
engine stall, over temperature or engine damage.
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Descent In Icing Conditions
Engine Inlet Icing
A primary ice detection system is installed and the automatic feature is normally
used.
The use of anti-ice and the increased thrust required will increase the descent
distance. Therefore, proper descent planning is necessary to arrive at the initial
approach fix at the correct altitude, speed, and configuration. The anticipated
anti-ice altitude should be entered on the DESCENT FORECAST page to assist
the FMC in computing a more accurate descent profile.
Engine icing may form when not expected and may occur when there is no
evidence of icing on the windshield or other parts of the aircraft. Once ice starts
to form, accumulation can build very rapidly. Although one bank of clouds may
not cause icing, another bank, which is similar, may induce icing. Therefore,
the engine anti-icing system should be in auto or turned on, if used manually,
whenever icing conditions exist or are anticipated.
Note : Failure to follow the recommended anti-ice procedures can result in
engine stall, over temperature or engine damage.
Wing Icing
A primary ice detection system is installed and the automatic feature is normally
used.
If operating manually, wing anti-icing should be used as a de-icing system by
turning it on after an appreciable amount of ice has formed.
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Cold Temperature Altitude Corrections
Pressure altimeters are calibrated to indicate true altitude under International
Standard Atmosphere (ISA) conditions. Any deviation from ISA will result in
an erroneous reading on the altimeter. In the case when the temperature is
higher than ISA, the true altitude will be higher than the figure indicated by the
altimeter, and the true altitude will be lower when the temperature is lower than
ISA. The altimeter error may be significant and becomes extremely
important when considering obstacle clearances in very cold
temperatures.
In conditions of extreme cold weather, pilots should add the values derived from
the Altitude Correction Chart to the published procedure altitudes, including
minimum sector altitudes and DME arcs, to ensure adequate obstacle clearance.
Unless otherwise specified, the destination aerodrome elevation is used as the
elevation of the altimeter source.
With respect to altitude corrections, the following procedures apply:
1 . IFR assigned altitudes may be either accepted or refused. Refusal in this
case is based upon the pilot's assessment of temperature effect on
obstruction clearance.
2. IFR assigned altitudes accepted by a pilot shall not be adjusted to
compensate for cold temperature, i.e., if a pilot accepts "maintain 3000" an
altitude correction shall not be applied to 3000'.
3. Radar vectoring altitudes assigned by ATC are temperature compensated
and require no corrective action by pilots.
4. When altitude corrections are applied to a published final approach fix,
crossing altitude, procedure turn or missed approach altitude, pilots should
advise ATC how much of a correction is to be applied.
ALTITUDE CORRECTION CHART
A/D
HEIGHT ABOVE THE ELEVATION OF THE ALTIMETER SOURCE (FEET)
Temp °C
200
300
400
500
600
700
800
900
1000
1500
2000
3000
4000
5000
0°
0
20
20
20
20
40
40
40
40
60
80
140
180
220
-10°
20
20
40
40
40
60
80
80
80
120
160
260
340
420
-20°
20
40
40
60
80
80
100
12
120
180
240
380
500
620
-30°
40
40
60
80
100
120
140
140
160
240
320
500
660
820
-40°
40
60
80
100
120
140
160
180
200
300
400
620
820
1020
-50°
40
80
100
120
140
180
200
220
240
360
480
740
980
1220
Mote: Values are to be added to published altitudes.
Sec. 3 Page 304 7 77
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Example :
Aerodrome Elevation 2262' Aerodrome Temperature -50°
ALTITUDE
HAA
CORRECTION
INDICATED
ALTITUDE
Procedure Turn
FAF
MDA Straight-in
Circling MDA
4000 feet
3300 feet
2840 feet
2840 feet
1738 feet
1038 feet
578 feet
578 feet
+420 feet
+240 feet
+140 feet
+140 feet
4420 feet
3540 feet
2980 feet
2980 feet
Procedure Altitudes And Current Altimeter Setting
All altitudes published on the Jeppesen Approach Charts are minimum altitudes
which meet obstacle clearance requirements when international standard
atmosphere (ISA) conditions exist, and when the aircraft altimeter is set to the
current altimeter setting for that aerodrome. The altimeter setting may be a
local or a remote setting when so authorized on the instrument approach chart.
A current altimeter setting is one provided by approved direct reading or remote
equipment, or by the most recent routine hourly weather report. These readings
are considered current up to 90 minutes from the time of observation. Care
should be exercised when using altimeter settings older than 60 minutes or
when pressure has been reported as falling rapidly. In these instances, a value
may be added to the published DH/MDA in order to compensate for failing
pressure tendency (0.01 inches mercury =10 feet correction). Under conditions
of extreme cold, corrections to the published altitudes should be applied to
ensure adequate obstacle clearance. When an authorized remote altimeter
setting is used, the altitude correction shall be applied as indicated.
Corrections For Temperature
Altitude corrections to compensate for cold temperatures are obtained from the
Altitude Correction Chart. These corrections should be applied to all procedure
altitudes.
Landing
Refer to Landing On Wet Or Slippery Runways, this section.
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Taxi -In
Caution : Structures are possibly colder than OAT due to cold soak at
altitude. At low speed, minimize the intensity and duration of
reverse thrust. After landing and/or if taxiing through water or
slush, do not retract flaps beyond 20. A visual inspection should
be accomplished to determine that the flaps and flap areas are
clear of ice before further flap retraction. The jackscrews are
especially vulnerable to water and slush.
A buildup of ice on the leading edge devices may occur during ground
operations involving use of reversers in light snow conditions. Snow is melted
by the deflected engine gases and may refreeze as clear ice upon contact with
cold leading edge devices. This buildup, which is difficult to see, occurs in
temperature conditions at, or moderately below, freezing. Crosswind conditions
can cause the ice buildup to be asymmetrical, resulting in a tendency to roll at
higher angles of attack during subsequent takeoffs. If ice accumulation is
suspected during taxi-in, have the leading edges inspected upon gate arrival.
On the ground with either engine operating, the probes are automatically heated.
Engine anti-ice may be used during taxi if conditions warrant.
Parking
The aircraft should be parked headed into the wind, if practical, particularly in
driving rain and snow conditions. Protective plugs and covers, etc. should be
installed. If brakes have been used immediately prior to parking, do not set
brakes until sufficiently cooled.
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Securing For Overnight Or Extended Period
(Aircraft Unattended)
If remaining overnight at off-line stations or at airports where normal support is
not available, the flight crew should arrange for, or ascertain, that the following
actions have been accomplished:
Outflow Valve Switches MAN
Outflow Valve Manual Switches CLOSE
Position outflow valves fully closed to inhibit intake of snow and ice.
Wheel Chocks CHECK IN PLACE
Parking Brake OFF
Release parking brake to eliminate possibility of brakes freezing.
Protective Covers INSTALL
Install protective covers and plugs to protect the aircraft and engines from
snow and ice.
Water Storage Containers DRAIN
Drain all water tanks and containers to protect from freezing.
Toilets DRAIN
Drain all toilets to protect from freezing.
Doors and Side Windows CLOSE
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HOT WEATHER OPERATION
High ground temperatures have adverse effects on passenger and crew comfort
and generally decrease aircraft performance. Every effort should be made to
keep the interior of the aircraft as cool as possible. All doors to the aircraft
should be kept closed as much as possible. The flight deck windows must be
kept closed and cargo doors should not be left open longer than necessary. The
flight attendants should verify all gasper outlets are opened, reading lights
extinguished, and window shades closed on the side of the aircraft exposed to
the sun. All air conditioning packs should be used (when possible) for
maximum cooling.
If cooling air is available from an outside source, the supply should be plugged
in immediately after engine shutdown and should not be removed until just prior
to engine start.
Consideration should be given to reducing the heat generated in the flight deck.
Window heat, radar and other electronic components which contribute to a high
temperature level in the flight deck should be turned off while the airplane is on
the ground. Windshield air, foot vents, and all air outlets in the flight deck
should be open.
To attain maximum cooling on the ground, follow these procedures:
During extended ground operations prior to flight deck preparation,
consideration should be given to reducing the heat being generated on the flight
deck. Window heat, radar, and other electronic components that contribute to a
high temperature level on the flight deck may be turned off. All the flight deck
air outlets should be open.
Both packs should be used (when possible) for maximum cooling.
Recirculation fans should be on for maximum cooling capacity. To maximize
the cooling capacity of the air conditioning system, the flight deck side windows
and all doors, including cargo doors, should be kept closed as much as possible.
Flight deck cooling can be improved by closing the flight deck door and
lowering the side trays adjacent to the pilot seats.
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To attain maximum cooling on ground, follow these procedures:
IF External (Pre-conditioned) Air Is Available:
APU Bleed Air Switch AUTO
Recirculation Fan Switches OFF
Air Conditioning Pack Selectors OFF
IF External (Non Pre-conditioned) Air Is Available:
APU Bleed Air Switch AUTO
Recirculation Fan Switches ON
Air Conditioning Pack Selectors AUTO
IF The APU Is The Only Source Of Pneumatic Air Pressure:
APU Bleed Air Switch AUTO
Pack Switches AUTO
Recirculation Fan Switches ON
Compartment Temperature Selectors (AS DESIRED)
Taxi Out
The greatest wear on the carbon type brakes installed on the Boeing 777 occurs
during taxi out holding continuous brake pressure, "riding the brakes."
Therefore excessive use and riding of the brakes should be avoided. Conditions
permitting, allow the aircraft to accelerate to maximum taxi speed and, then
brake to a very slow taxi speed and release the brakes completely.
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LANDING ON WET OR SLIPPERY RUNWAYS
Touchdown and Landing Roll
The flight crew must be aware of the condition of the runway with respect to
snow, ice, slush, or precipitation. The most favorable runway in relation to
surface condition, wind, and weather should be used. In very general terms,
landing on a wet runway increases the stopping distance approximately 1 000
feet over a dry runway, and landing on an icy runway increases the stopping
distance by more than 3000 feet. Use maximum landing flap configuration
when landing on a contaminated runway.
If a landing is planned on a runway contaminated with snow, slush, standing
water, or during heavy rain, the following factors must be considered: available
runway length; visibility of runway markers and lights; snowbanks and drifts
along the runway; wind direction and velocity; crosswind effect on directional
control; braking action; possibility of effect on the airplane from slush and water
spray (engine ingestion, damage to flaps, gear doors, etc.); and the probability of
hydroplaning and its effect on stopping distances.
A common form of hydroplaning is dynamic hydroplaning. It occurs when there
is standing water on the runway surface. Water with a depth of about one-tenth
of an inch acts to lift the tire off the runway surface. This condition can progress
to where the tires no longer contribute to directional control and braking action
is nil.
The minimum dynamic hydroplaning speed of a tire has been determined to be
8.6 times the square root of the tire pressure in pounds per square inch. For
example, with a main wheel tire pressure of 180 psi, the calculated
hydroplaning speed is approximately 115 knots. With a nosewheel tire pressure
of 155 psi, the calculated hydroplaning speed of the nosewheel tire is
approximately 107 knots. Nosewheel tire hydroplaning might be encountered
while executing a high speed turnoff. The calculated hydroplaning speed
referred to is for the start of dynamic hydroplaning. Once hydroplaning has
started, it may persist to a significantly slower speed.
Braking action can become inhibited due to chemical de-icers on an icy runway.
The chemicals provide a watery film over snow and ice that results in an
extremely low coefficient of friction.
Blowing or drifting snow can create optical illusions or depth perception
problems during landing or taxi-in. In crosswind conditions, they may create a
false impression of airplane movement over the ground. It is possible to have
an impression of no drift when in fact a considerable drift may exist. When
landing under these conditions, runway markers or runway lights can help
supply the necessary visual references.
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When it has been established that a safe landing can be made, the airplane must
be flown with the objective of minimizing the landing distance. The approach
must be stabilized early. Precise control over drift and approach speeds is
mandatory. Execute a missed approach if the drift condition cannot be
controlled prior to touchdown. When making the transition to visual reference
for landing, continue to utilize the glideslope and VASI information to control
the glidepath as wet windshields and snow-covered surfaces may distort depth
perception. The airplane should be flown firmly onto the runway at the aiming
point. Avoid holding off.
On touchdown, take positive action to lower the nose gear to the runway and
maintain moderate forward pressure on the control column to assist in
directional control. Avoid excessive forward control column pressure in order
to retain maximum braking effectiveness and to reduce the possibility of nose
wheel spray. Check that the auto speedbrake deploy immediately after the main
gear contacts the runway. Maintain centerline tracking, ensure spoiler
deployment. Autobrakes, if available, will be used, with the maximum setting if
required. Arm the autobrake system before landing by selecting position desired
deceleration level. At main gear touchdown, after wheel spin-up, the autobrake
system smoothly begins to apply symmetrical braking and to control airplane
deceleration.
The autobrake system can be disarmed by application of pressure on any brake
pedal; stowing of speedbrake handle to full forward detent, or turning autobrake
selector to off and take over manual braking.
If the autobrake system is not available, complete the landing roll using manual
braking.
Without autobraking, apply brakes smoothly and symmetrically immediately
after nose gear touchdown, with moderate-to-firm pedal pressure and hold until
a safe stop is assured. Do not cycle the brake pedals. The brakes and thrust
reverser's should be applied together. The anti-skid system will stop the
airplane for all runway conditions in a shorter distance than is possible with
brake pedal modulation. The anti-skid system adapts pilot-applied brake
pressure to runway conditions by sensing an impending skid condition and
adjusting the brake pressure to each individual wheel for maximum braking
effort. When brakes are applied on a slippery runway, several skid cycles may
occur before the anti-skid system establishes the right amount of brake pressure
for the most effective braking.
If the pilot modulates the brake pedals, the anti-skid system is forced to readjust
the brake pressure to re-establish optimum braking. During this readjustment
time, braking efficiency is lost.
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Due to the low coefficient of friction on extremely slippery runways at high
speeds, the pilot is confronted with a rather gradual increase in deceleration, and
may interpret the lack of an abrupt sensation of deceleration as a total anti-skid
failure.
Avoid large, abrupt steering and rudder pedal inputs that may lead to over
control and skidding. Rudder control is relatively effective down to 40-60
knots. Maintain directional control and wings level with appropriate control
inputs. Keep light forward pressure on the control column to improve nose
wheel steering effectiveness.
Use thrust reversers as soon as possible during landing roll. Thrust reversers
are most effective at high speed.
At approximately 80 knots, begin a gradual reduction of reverse thrust to be at
idle reverse when reaching taxi speed.
Under emergency conditions, maximum reverse thrust may be used to a
complete stop.
Reverse Thrust and Crosswind
The reverse thrust side force and a crosswind can cause the aircraft to drift to
the downwind side of the runway if the aircraft is allowed to weathervane into
the wind. As the aircraft starts to weather vane into the wind, the reverse thrust
side force component adds to the crosswind component and drifts the aircraft to
the downwind side of the runway. Main gear tire cornering forces available to
counteract this drift will be reduced when the anti-skid system is operating at
maximum braking effectiveness for existing conditions. To correct back to the
centerline, reduce reverse thrust to idle reverse (if more than idle reverse was
used), and release the brakes. This will minimize the side force component
without the requirement to go through a full reverser actuating cycle, and
provide the total tire cornering forces for realignment with the runway
centerline. Use rudder steering and differential braking, as required, to prevent
overcorrecting past the runway centerline. When re-established on the runway
centerline, reapply steady brakes and reverse thrust as required to stop the
aircraft.
Turnoff
Do not attempt to turn off from a slippery runway until speed is reduced to a
safe level to prevent skidding. Anticipate low friction when approaching the
touchdown zone at the far end of the runway. The touchdown zone may be very
slippery when wet due to heavy rubber and oil deposits.
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PHASE
RECOMMENDED PROCEDURE
REMARKS
Approach
Fly final approach with the aircraft positioned
on the glide path, on runway centerline and at
the speed recommended for existing
conditions.
Arm autobrake system by selecting position
No. 3 or 4.
Arm speedbrake.
Consider a go-around if zero drift conditions
cannot be established prior to flare.
Flare
Do not float or allow drift to build up during
flare.
Use crab technique on slippery runways.
Touchdown
Hold crab through touchdown.
Accomplish a firm touchdown, as near
centerline as possible.
Get the wheels on the runway at
approximately 1,500' from the approach end
of the runway. The aircraft should be flown
firmly onto the runway at the aiming point
even if the speed is excessive.
If a touchdown at the far end of TDZ is likely,
consider a go-around.
A firm touchdown will
improve wheel spin-up
on slippery runways.
Deceleration on the
runway is about three
times greater than in
the air. Do not allow
the aircraft to float in
an attempt to reduce
speed.
Transition to
Braking
Configuration
(expedite all
items)
Check that the speedbrakes deploy
immediately after main gear touchdown.
Fly the nose gear onto the runway by relaxing
back pressure. After nose gear touchdown
hold light forward control column pressure.
Immediately select reverse thrust.
Without autobraking, immediately after nose
gear touchdown, smoothly apply moderate-to-
firm, steady braking until a safe stop is
assured.
The autobrake system will begin symmetrical
braking after wheel spin-up. Either pilot can
disarm the system and take over manual
braking at any time by applying normal pedal
braking.
If the speedbrake lever
fails to actuate
automatically,
immediately actuate it
manually.
Speedbrakes release
approximately 70% of
wing lift.
Decreasing lift,
increases gear loading,
improves wheel spin-
up and directional
stability. Aerodynamic
braking is relatively
ineffective.
Reverse thrust is most
efficient at high
speeds.
Do not cycle brake
pedals.
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PHASE
RECOMMENDED PROCEDURE
REMARKS
Rollout
Maintain light forward control column
pressure.
Keep the wings level.
Use brakes as above.
Maintain directional control primarily with
rudder.
Improves directional
control.
Improves braking and
traction.
Skid or Loss
of Directional
Control
Immediately release brake pressure.
Reduce to reverse thrust idle (if more than
idle reverse was used). Keep the wings
level,
Immediately apply nose wheel steering,
rudder, and differential braking to bring the
aircraft to the centerline.
When rolling parallel with the runway and
near the centerline, apply reverse thrust and
brake pressure to develop maximum braking.
Rudder control is
effective down to 60-
40 knots.
Avoid large abrupt
steering inputs.
Optimum nose wheel
steering angle varies
with runway condition
and speed, and is
about 1 to 2 degrees
for a very slippery
runway.
Turnoff
Reduce speed to a safe level prior to turnoff.
End of runway may be
very slippery when
wet due to heavy
rubber and oil
deposits.
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ADVANCED MANEUVERS
Background And Introduction
Over the last decade, loss of control accidents, have been the second leading
cause of world wide aviation fatalities. A sound understanding of the causal
factors, aerodynamic principles involved, and proven recovery techniques is
critical in order for the crew to successfully respond to these kinds of events.
For the purposes of this section, the following terms are considered synonymous
in connotation: Advanced Maneuver, Upset Event, Loss of Control, or Unusual
Attitude. Additionally, Approach to Stall and Full Stall events are also
categorized as Advanced Maneuvers by virtue of the similarities of recovery
techniques employed in all these kinds of events. Advanced Maneuver events
can be defined as the unintentional exceedence of any of the following
conditions:
• Pitch Attitude greater than:
- 25 degrees nose up
- 10 degrees nose down
• Bank Angle greater then 45 degrees
• Within above parameters but airspeed inappropriate for configuration
(Approach to Stall or Full Stall)
Any of the following sources may be directly or indirectly responsible for
placing the aircraft in an Advance Maneuver event:
• Wake turbulence
• Weather produced turbulence, windshear, wave
• Autopilot malfunction / mode confusion
• Aircraft systems malfunction
• Pilot disorientation, confusion, inattention
• Inappropriate control input.
Regardless of the specific cause(s) of the event, the following review and
procedures provide background information and a logical progression for
recovering the airplane. The sequence of actions is for guidance only and
represents a series of options to be considered and employed depending on the
specific situation. Not all the actions may be necessary once the recovery is
underway and pilot judgement and evaluation of the situation remains
paramount.
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Angle of Attack (AOA)
One of the fundamental principles involved in all recovery actions is the control
of the aircraft's Angle of Attack (AOA). Angle of attack is defined as the
angular difference between the chord line of the wing and the relative wind.
The chord line is a straight line connecting the leading and trailing edges of the
airfoil. Although not displayed in a numerical value on the flight instruments,
the two AOA vanes of the aircraft provide this critical data to numerous systems
on the aircraft, including the generation and display of the Pitch Limit Indication
(PLI) on the PFD. The PLI graphically displays the proximity of the stick
shaker activation point in relationship to the aircraft's current pitch attitude for
existing flight conditions.
Approach To Stall Condition
Stall warning is readily identifiable by the pilot as a result of either aircraft
produced slow speed buffet or from the artificially produced stick shaker. Two
independent stick shakers provide a warning of impending stall by vibrating the
control columns. They are activated when the airplane symbol is on or above
the PLI. Stick shaker activation will occur in close proximity to initial buffet for
all flap positions, including flaps up for all weights and altitudes. At cruise
Mach numbers, stick shaker activation will occur just after reaching initial
buffet. During initial stages of stall, local airflow separation begins at the root
section of the wing and results in airframe buffeting, providing a natural
warning of an approach to stall. Initiate recovery from an approach to stall or
full stall at the earliest recognizable warning regardless of the source. The
approach to stall is preceded by the airspeed low EICAS message and the
airspeed box on the PFDs turning amber when the airspeed is below minimum
maneuvering speed. An approach to stall situation can be recognized by the
indicated airspeed being above the red and black minimum speed band on the
PFD and the airplane symbol on the PFD being at or near the PLI. It is
important to note the difference between this approach to stall condition and a
full stall condition. In an approach to stall, the aircraft has sufficient power to
recover with negligible loss of altitude when encountered at low to mid
altitudes. However, at high altitudes, it may be necessary to decrease pitch
attitude slightly below the horizon in order to achieve acceleration. In contrast,
during a full stall condition, altitude must be sacrificed in order to achieve
flying airspeed.
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Full Stall Condition
If the approach to stall condition is further aggravated by additional increase in
AOA, a fully stalled condition will develop. A stalled condition can exist at any
attitude and may be recognized by continuous stick shaker activation
accompanied by one or more of the following:
• Buffeting, which could be heavy at times
• Lack of pitch authority and/or roll control
• Inability to arrest descent rate.
In a full stall condition the indicated airspeed will be below the top of the red
and black minimum speed band and the airplane symbol on the PFD will be
well above the PLI. As the full stall develops, aircraft pitch increases with
decaying airspeed and increase in AOA. When fully stalled, the aircraft pitch
will decrease to a nose low attitude while maintaining a high AOA and an
excessive sink rate. In a full stall situation, AOA must be reduced immediately
regardless of the altitude. Release any back pressure on the yoke and apply
forward elevator as necessary. Nose down stab trim may be required. Without
this prompt AOA reduction, even the application of maximum thrust is not
likely to recover the aircraft, or if recovery eventually occurs, it will have
resulted in a significant loss of altitude. Unlike the approach to stall, the
recovery of a full stall condition will result in altitude loss in order to achieve an
AOA necessary for recovery.
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Bank Angle And Lateral Control
The roll authority characteristics of the B777 are excellent and use a
combination of ailerons, spoilers, flaperons and rudder to maintain lateral
control. Control wheel forces do not change with airspeed changes. The
ailerons are locked out at high speed to improve handling characteristics. Bank
angle protection provides roll control wheel inputs when the airplane exceeds
35 degrees angle of bank, regardless of what caused the roll exceedence. When
this boundary is exceeded, the control wheel forces will attempt to roll the
aircraft back to within 30 degrees of level.
Rudder surface deflections are proportional to rudder pedal movements and
provide conventional yaw control. Pedal forces increase as pedal displacement
increases. Pedal forces do not change with airspeed changes. The rudder ratio
changer automatically reduces rudder deflection (for a given pedal input) as
airspeed increases. The B777 does not have any "crossover speed" issues.
Lateral control can be maintained throughout the aircraft speed envelope
(provided flap configuration minimum maneuvering speeds are honored) even if
the rudder is fully deflected to the maximum limit allowed by current airspeed.
The use of rudder to aid in roll control should be used cautiously, given
it's ability to induce significant yaw and roll rates, which may be excessive
or counter productive for a particular recovery.
Recoveries
For purposes of defining recovery procedures and techniques, all advanced
maneuver events may be classified into one of three basic recovery categories:
APPROACH TO STALL / FULL STALL RECOVERY
NOSE HIGH RECOVERY (ANY BANK ANGLE)
NOSE LOW RECOVERY (ANY BANK ANGLE)
Normally, the Pilot Flying (PF) will continue to manipulate the controls during
any advanced maneuver event in order to achieve recovery. This does not
preclude assistance or intervention on the controls by the Pilot Monitoring (PM)
in unique situations, such as additional control input force being required, a
flight control system being jammed, or the PF being incapacitated. Although
each individual situation will govern their specific application, the key to the
successful recoveries of all advanced maneuver events is based upon three
fundamental actions: UNLOAD, ROLL, and PULL.
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If the airplane is in an approach to stall or full stall condition, stall
recovery must be completed prior to accomplishing any nose high/low
upset recovery. The timely accomplishment of the following duties is
necessary to effect a safe and expeditiously recovery:
• Assess and Identify the Situation
FOR ALL RECOVERIES first check the PFD and EICAS displays to
assess and identify the aircraft attitude, airspeed, altitude and thrust setting.
Confirm this information by cross checking the standby instruments. If
there is a disagreement between the displays, immediately cross check with
the other pilot's displays to confirm which information is correct. In the
absence of any instrument off flags or EICAS messages, any single display
that is in disagreement with the two other displays should be considered as
invalid data. Be aware of any EICAS messages indicating a problem with
the flight instrument display information or related systems. Conflicting
aircraft data displays have been the source of a number of aircraft
upsets/loss of control accidents.
• Disconnect Autopilot and Autothrottle
FOR ALL RECOVERIES disconnect the autopilot and autothrottles.
Although the autopilot and autothrottle may be capable of maintaining
control of the aircraft in an approach to stall condition, if the aircraft is fully
stalled, or if the aircraft is excessively nose high/low, the autopilot cannot
be relied upon to provide correct inputs. Additionally, manual
manipulation of the controls insures a more positive method of recovery by
crew interaction. For these reasons, and to standardize and simplify all
types of advanced maneuver recoveries, both the autopilot and autothrottles
will be disconnected during all recoveries.
Use the yoke disconnect button to disengage the autopilot. Do not use the
MCP A/P DISENGAGE bar as this will disable the roll envelope bank angle
protection. This protection should always be left engaged, since it provides
proper correct control inputs in all cases. Bank angle protection provides
control wheel input forces when the bank angle exceeds approximately 35
degrees; however, these can be overridden by manual inputs. Pitch
envelope protection, which is not effected by the disengage bar, will
provide limits to which the aircraft can be trimmed nose up or down
consistent with high and low airspeed limits.
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Use the autothrottle disconnect switches to disengage the autothrottles.
Autothrottles may be engaged in a mode that is not correct for the situation
and positive manual throttle manipulation is a more reliable course of
action. Do not use the a/t arm switches as this will disable the "wake up"
speed protection feature of the autothrottles, which should provide correct
thrust control inputs in all cases. In slow speed events, when the airspeed
decreases approximately half way through the amber maneuvering band on
the PFD, the autothrottles "wake up" even if previously not in use. They
will automatically engage in the spd or thr ref mode, advance thrust, and
attempt to returned the airplane to minimum maneuvering speed or the
speed set in the mode control panel speed window, whichever is greater.
• Thrust and Speedbrakes
For APPROACH TO STALL / FULL STALL RECOVERIES set
maximum thrust to aid in accelerating the aircraft back to safe flying speed.
For NOSE HIGH RECOVERIES set maximum thrust. The addition of
thrust may result in a slower nose down pitch rate; however, this additional
energy may be required to recover from a nose high, low airspeed, low
altitude event.
For NOSE LOW RECOVERIES thrust and speedbrakes as required to
achieve minimum maneuvering speed and to prevent speeds in excess of
approximately 290 KIAS clean, or exceeding flap limit speed with flaps
extended.
• UNLOAD
The key element for all recoveries is to unload the Angle of Attack (with
one exception). This is accomplished by reducing back pressure on the
yoke and by applying nose down elevator and stab trim as required,
consistent with the specific event. In some upset situations, this may
require full nose down elevator. In all events, this action will provide a
significant increase in the roll authority of lateral control surfaces. The one
exception to this necessity of unloading AOA is in an upright wings level,
nose low, normal airspeed situation where the aircraft is not stalled. In this
situation, all the lift vector force being generated is being utilized to raise
the nose of the aircraft, and the recovery should begin with the "PULL"
action as outlined below.
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For APPROACH TO STALL RECOVERIES unload AOA by reducing
back pressure on the yoke to insure the PLI is above the aircraft symbol. At
low and medium altitudes, in upright, wings level conditions, this will
require a pitch attitude reduction to slightly above the horizon, as
contrasted to high altitude, where the pitch attitude reduction may be below
the horizon. In any case, the objective to achieve an AOA that will
preclude stick shaker activation and allow the aircraft to accelerate back to
flying airspeed with minimum loss of altitude.
For FULL STALL RECOVERIES unload AOA by reducing back pressure
on the yoke and apply nose down elevator and nose down stab trim as
required to insure the PLI is above the aircraft symbol. At all altitudes in
upright, wings level conditions, this will require a pitch attitude reduction
to position the nose below the horizon. Altitude must be sacrificed in order
to achieve an AOA that will allow the aircraft to accelerate back to flying
airspeed. This AOA reduction is directly proportional to the severity of the
stall. In a fully developed deep stall this will result in significant altitude
loss.
For NOSE HIGH RECOVERIES unload AOA by reducing back pressure
on the yoke and applying nose down elevator and nose down stab trim as
required. This will aid in accomplishing any roll control inputs that are
required.
For NOSE LOW RECOVERIES unload AOA by reducing back pressure
on the yoke and applying nose down elevator and nose down stab trim as
required. This will aid in the effectiveness of any roll control inputs that are
required. For wings level, nose low, normal airspeed recoveries,
unloading of AOA is not required.
• ROLL
For ALL RECOVERIES use up to full aileron input as required to
accomplish the roll. Cautious use of rudder to aid roll control should be
considered only if aileron roll control is ineffective and the airplane is
not stalled.
For APPROACH TO STALL / FULL STALL RECOVERIES roll the
aircraft in the shortest direction to upright wings level.
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For NOSE HIGH RECOVERIES roll the aircraft in the same direction as
any existing bank. If the aircraft is upright wings level, roll the aircraft
either direction. This resulting bank angle will assist the UNLOAD action
in providing a nose down pitch rate without subjecting the aircraft to zero
or negative G forces. The amount of desired bank angle is dependent upon
the severity of the nose up pitch attitude and the airspeed trend. Normally
15 to 20 degrees angle of bank is sufficient; however, up to 90 degrees of
bank may be used in extreme nose high attitudes. Then, as the nose
approaches the horizon, roll to upright wings level. The roll out should be
timed so as to achieve wings level with the nose slightly above the horizon,
airspeed permitting. At low airspeed, it may be necessary to accept a nose
low attitude to accelerate to flying airspeed.
For NOSE LOW RECOVERIES roll the aircraft in the shortest direction to
upright wings level as required. If the aircraft is already wings level, no
roll input is required.
• PULL
For APPROACH TO STALL / FULL STALL RECOVERIES, with the
wings level, apply back pressure on the yoke after achieving flying airspeed
(aircraft symbol below PLI). Adjust the pitch to avoid ground contact or
obstacles. Trim as required to allow acceleration to flying airspeed. Be
cautious not to apply excessive nose up elevator or nose up stab trim,
which could induce a secondary stall.
For NOSE HIGH RECOVERIES, as the nose approaches the horizon and
wings are being rolled level, apply back pressure and trim as required to
achieve a level or slight nose high pitch attitude.
For NOSE LOW RECOVERIES, with the wings level but at a slow
airspeed, apply back pressure and nose up stab trim only when the airspeed
approaches the maneuvering speed for the current configuration. If at
normal or high airspeed, begin the pull out immediately by applying back
pressure and nose up stab trim as required. During the pull out, adjust
thrust and drag to insure not exceeding approximately 290 KIAS (clean) or
flap limit speed with flaps extended. During nose low events exceeding 10
degrees, the aircraft will accelerate very rapidly. Although the Va (design
maneuver speed or "corner" speed) varies with altitude, 290 KIAS serves
as an suitable target limit, and this speed will result in minimum loss of
altitude during the recovery.
For ALL RECOVERIES, adjust pitch and thrust to avoid ground contact or
obstacles.
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• Configuration Changes
During all recoveries, do not change gear or flap configuration until the
aircraft is recovered, and all aircraft parameters are stabilized. Then
cleanup or reconfigure the aircraft on schedule as required. If any event or
recovery results in the exceedence of an aircraft operating limit (overspeed
of flaps, gear, "G" limit, etc.), check for visible aircraft damage, abnormal
flight control responses, hydraulic system status, EICAS messages and use
caution during any subsequent configuration changes.
• Pilot Monitoring (PM) Duties
Situational awareness and confirmation of recovery progress is aided by the
annunciation of critical aircraft performance information and trends. This
may include attitude, altitude, airspeed, vertical speed and ground/obstacle
proximity as appropriate throughout the event. The Pilot Monitoring (PM)
should evaluate the situation, and call out those aircraft performance
parameters that are the most critical in the particular situation. Brief,
concise comments and values are the most effective way to confirm that the
Flying Pilot (PF) is aware of the situation. Proximity to the ground, severity
of the aircraft attitude/airspeed status, and developing performance trends
should serve as the basis for the specific information to be called out. For
example "50 degrees nose high, 100 knots" or "target minus 20 knots,
sinking 2000" are examples that would clearly confirm the most critical
information at that point in the event.
Additionally the MP will verify all required actions have been completed
and call out any omissions.
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APPROACH TO STALL / FULL STALL RECOVERY DUTIES
Pilot Flying (PF)
Pilot Monitoring (PM)
Assess and identify the situation using all available instrument displays
• Disconnect autopilot and autothrottle.
• Advance thrust levers to maximum
thrust.
APPROACH TO STALL EVENTS:
• UNLOAD AOA by reducing back
pressure on yoke to insure aircraft
symbol is below PLI (at high altitudes it
may be necessary to decrease pitch
attitude below the horizon to achieve
acceleration).
FULL STALL EVENTS:
• UNLOAD AOA by releasing back
pressure on the yoke and applying nose
down elevator and nose down stab trim
as required to insure aircraft symbol is
below PLI (at all altitudes it will require
a decrease in pitch attitude to position
nose below horizon).
• ROLL in shortest direction to upright
wings level.
• PULL (with wings level) by applying
back pressure after achieving flying
airspeed (aircraft symbol below PLI).
Adjust pitch to allow acceleration to
speed appropriate for configuration and
to avoid ground contact or obstacles.
• Do not change gear or flap
configuration until fully recovered.
• Call out critical aircraft
performance information
and trends. This may
include attitude, altitude,
airspeed, vertical speed
and ground/obstacle
proximity as appropriate
throughout the event.
• Verify all required
actions have been
completed and call out
any omissions.
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NOSE HIGH RECOVERY (ANY BANK ANGLE) DUTIES
Pilot Flying (PF)
Pilot Monitoring (PM)
Assess and identify the situation using all available instrument displays
• Disconnect autopilot and autothrottle.
• Advance thrust levers to maximum
thrust.
• UNLOAD AOA by reducing back
pressure on the yoke, applying nose
down elevator and nose down stab trim
as required.
• ROLL to obtain a nose down pitch
rate, then roll wings level as nose
approaches horizon.
• PULL by applying back pressure and
stab trim as required to achieve a level
or slightly nose high pitch attitude as
nose approaches horizon. Adjust pitch
to allow acceleration to speed
appropriate for configuration and to
avoid ground contact or obstacles.
• Do not change gear or flap
configuration until fully recovered.
• Call out critical aircraft
performance information
and trends. This may
include attitude, altitude,
airspeed, vertical speed
and ground/obstacle
proximity as appropriate
throughout the event.
• Verify all required
actions have been
completed and call out
any omissions.
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NOSE LOW RECOVERY (ANY BANK ANGLE) DUTIES
Pilot Flying (PF)
Pilot Monitoring (PM)
Assess and identify the situation using all available instrument displays
• Disconnect autopilot and autothrottle.
• Thrust and speedbrakes as required to
achieve minimum maneuvering speed
and prevent speeds in excess of 290
KIAS clean or exceeding flap limit
speed with flaps extended.
• UNLOAD AOA by reducing back
pressure on the yoke and applying nose
down elevator and nose down stab trim
as required.
• If upright wings level, nose low, normal
airspeed unloading of AOA is not
required.
• ROLL in shortest direction to upright
wings level. If aircraft is already wings
no roll input is required.
• PULL (with wings level) by applying
back pressure and stab trim as required
to achieve a level or slightly nose high
pitch attitude. Begin pullout at
minimum maneuvering airspeed and do
not to exceed 290 KIAS clean or flap
limit speed with flaps extended. Adjust
pitch and thrust to avoid ground contact
or obstacles.
• Do not change gear or flap
configuration until fully recovered.
• Call out critical aircraft
performance information
and trends. This may
include attitude, altitude,
airspeed, vertical speed
and ground/obstacle
proximity as appropriate
throughout the event.
• Verify all required
actions have been
completed and call out
any omissions.
WARNING : Excessive use of pitch trim or rudder may aggravate an upset
situation or may result in loss of control and/or high structural
loads.
Ill
Flight Manual
Continental
Sec. 3 Page 327
Rev. 11/01/02 #9
TRAINING
GENERAL
The purpose of this section is to provide pilots with an overall view of what is
expected of them during Continuing Qualification training. In order for the
training periods to provide maximum value, it is critical that the systems and
maneuvers for that period be reviewed in detail. It is also beneficial to
thoroughly review your Jeppesen charts for the airport to be used during the
event.
All simulator / FTD training events are conducted with a full crew. If necessary,
an additional flight instructor will be scheduled as Captain or First Officer to
insure crew based training.
For specific information, concerning the briefing subjects, maneuvers, and
airports to be used for each event refer to the B777 AQP Continuing
Qualification Training Bulletin for the specific year.
CONTINUING QUALIFICATION EVENTS
As a result of operational requirements and line pilot input, refinements and
enhancements are continually being made to the Bill Continuing Qualification
(CQ) Training Program. The program consists of the following eight events,
scheduled for maximum effectiveness and continuity:
1 . Continuing Qualification Simulator Training
2. Maneuvers Validation
3. Line Oriented Evaluation / Special Purpose Operational Training
4. 121-439B Landing Recency of Experience Simulator Training
5 . Captain's Annual Line Check
6. Annual Systems Review
7. Global Contrails
8. General Subjects Ground School
Continuing Qualification Simulator Training (CQST)
The CQST is designed to address the proficiency issues inherent with the long-
haul mission of the B777. This event is scheduled with a base month 6 months
after the CQ MV/LOE base month. Early / due / grace rules apply to the
scheduling for this event.
Sec. 3 Page 328 777
Rev. 11/01/02 #9 Continental Flight Manual
CQST is proceeded by a 2 hour briefing and is conducted as a 4 hour period in
the full flight simulator. Unlike LOFT oriented training events, this is training
to proficiency conducted by the repeated accomplishment of select maneuvers.
The maneuvers selected are those which are most likely subject to degradation
of proficiency during the one year time frame between the annual CQ MV/LOE
events. Refer to the current CQ Training Bulletin for details concerning this
event.
Inability to successfully accomplish all maneuvers during the CQST
period will require additional training prior to line flying.
Maneuvers Validation (MV)
The MV is the first day of the 2 day MV/LOE annual simulator training /
evaluation program. The MV is scheduled with a base month the same as the
Initial Training Qualification LOE, i.e. 6 months before / after the CQST base
month. Early / due / grace rules apply to scheduling for this event.
The MV is proceeded by a 2 hour briefing and flight manual knowledge
validation , and is conducted as a 4 hour period in the full flight simulator. The
period is designed to train and validate flight manual limitations, planning /
performance issues, aircraft systems, normal / non-normal procedures, checklist
usage, flow patterns, pilot tactile skills, and CRM.
The MV period contains 3 "first look maneuvers" which change every year.
These items are intentionally not reviewed during the briefing in order to
determine which specific skill deteriorate over time and require additional
emphasis during future training. This method is mandated by the FAA for all
AQP programs and is the most accurate method available in ascertaining the
probable outcome should a crew encounter such an event / maneuver during
line operations. First look maneuvers are treated as "train to proficiency"
items, thus affording multiple attempts to practice and demonstrate required
proficiency. Refer to the current CQ Training Bulletin for details concerning
this event.
Inability to successfully accomplish all maneuvers during the MV period
will require additional training prior to the LOE or line flying.
Ill
Flight Manual
Continental
Sec. 3 Page 329
Rev. 11/01/02 #9
Line Oriented Evaluation (LOE) And Special Purpose Operational
Training (SPOT)
The LOE is the second day of the 2 day MV/LOE annual simulator training /
evaluation program. The LOE is preceded by a 2 hour briefing; one hour
devoted to a review of the LOE ETOPS flight paperwork, and one hour devoted
to a review of the specific SPOT training program for that particular year. The
two segment LOE is based on one of 2 different B777 international flight
scenarios, and is a line oriented, real time flight segment evaluation. It is based
on typical line-encountered events and includes one major non-normal, resulting
in an air turn back or diversion to an ETOPS alternate. Both of the 2 segments
depart from the same international airport with the same flight paperwork and
typically require approximately 3 hours total for completion. Both individual
and crew performances are evaluated with respect to normal and non-normal
procedures, with emphasis on FMS skills, situational awareness, judgement,
crew interaction, and CRM.
The remaining one hour of this 4 hour period is devoted to the current year's
SPOT training, which is training to proficiency. Examples of this type of
training would be Meters/QFE diversions, CPDLC, or other procedural training
which is important for normal line operations. In preparation for the SPOT
training please insure you have thoroughly reviewed any bulletins, videos,
etc. which are distributed for this training each year.
Both the LOE and the SPOT may be conducted in the full flight simulator or the
Level 6 Flight Training Device (FTD). Refer to the current CQ Training
Bulletin for details concerning this event.
Inability to successfully accomplish all the events sets of the LOE or
successfully complete the SPOT training program, will require additional
retraining / checking prior to line flying.
121 - 439B Landing Recency Of Experience Simulator Training
The 121-43 9B Landing Recency of Experience training is designed to retain or
re-establish B 777 landing currency as per the FARs.
It remains the pilot's responsibility to track their own landing currency
and within 21 days of anticipated expiration of currency, to contact their
base Assistant Chief Pilot and confirm that a simulator period is most
likely required .
Sec. 3 Page 330 777
Rev. 11/01/02 #9 Continental Flight Manual
The Chief Pilot's office will then contact B777 Training Scheduling to schedule
the simulator period, transportation, and hotel room as required. If the period is
subsequently not required due to accomplishment of required landings or for
any other reason, it is essential you contact training scheduling as soon as
possible and advise of the circumstances.
The Landing Recency of Experience period is preceded by a 1 hour briefing and
is conducted as a 2 hour for one pilot (4 hours for 2 pilots) full flight simulator
period. This is considered as training to proficiency and allows pilots to review
and practice skill sets affected by limited takeoffs and landings. In order to
derive the most benefit, the pilot should review Section 3 of the B777 Flight
Manual with emphasis on normal procedures, flows, and checklists for all
phases of flight, including flight deck safety inspection through the termination
checklist. Refer to the current CQ Training Bulletin for details concerning this
event.
Inability to successfully accomplish all maneuvers during the 121-439B
Landing Recency of Experience period will require additional training
prior to line flying.
Captain Annual Line Check
The current Captain's Annual Line Check will continue to be required with no
change to the base month. Although First Officers are not required a specific
annual line check, they will be evaluated in the performance of their duties
during the accomplishment of a Captains Line Check, as this evaluation is a
review of the entire crew's performance.
Annual Systems Review (ASR)
The base month used for CQST also serves as the base month for
accomplishment of the 4 hour self study Computer Based Training (CBT)
Annual Systems Review. This module is a review of selected aircraft systems
as well as current subjects. Just like simulator training, this self study CBT
program can only be completed during the pilot's base month (early/ due/
and no later than the 25th of the grace month) in order to retain
qualification in the aircraft.
All aircraft systems have been divided into 4 groups (A, B, C, D) based upon
system interaction, complexity, and shear size of material to be reviewed. Refer
to the ASR SUBJECT MATTER matrix in this section for the current year's
subjects.
Ill
Flight Manual
Continental
Sec. 3 Page 331
Rev. 11/01/02 #9
This course is available on the Continental CBT server available to the Bases or
the Simulator building. It is identified by the respective aircraft and applicable
years. It is not necessary to complete all ASR modules in a single visit.
Individual modules need only be completed through the test to receive credit for
the module during that session. Although not mandatory, it is strongly
recommended that all pilots complete their ASR prior to the CQST.
Global Contrails
There are self-study summer and winter Global Contrails publications, which
provide a comprehensive review of the specific year's systems not covered by
the ASR CBT. Due dates for completion will be included in the publications.
By alternating the coverage between CBT and Global Contrails, all systems will
be covered once in 2 years and twice (once by each method) in 4 years. A
review of non-normals from the systems being covered that year will provide
the foundation for many of the event sets embedded in the annual LOE. The
Global Contrails are available on the internet.
General Subjects Ground School
General Subjects Ground School is the same as the current Day 1 and continues
with no change to the base month. It is taught at all bases during the first 7
months of the year. The Continental Flight Operations Manual must be brought
to this course.
ADMINISTRATIVE DETAILS
All B 777 Pilots are required to bring Sections 1 thru 5 of their B 777 Flight
Manual, including Training Bulletins and current revisions to all simulator
training events .
Pre-assembled Jeppesen B777 Trip Kits (containing all necessary charts /
maps) and a current Flight Operations Manual are provided for all simulator /
FTD training events. However, a detailed review of all appropriate Jepp charts
should be conducted prior to the simulator event. All appropriate sections of
the B777 Flight Manual, including limitations, should be reviewed in
preparation for the event.
Every attempt is made to schedule a Captain and First Officer as a crew. This is
frequently not possible but because all Continental B777 pilots are rated in the
aircraft, trained in the duties of both seats, and are able to fly the aircraft from
either seat (with noted Ops Manual exceptions), it is expected that all B777
pilots be familiar with the duties of both seats.
Sec. 3 Page 332 777
Rev. 11/01/02 #9 Continental Flight Manual
SUMMARY OF B777 CONTINUING QUALIFICATION PROGRAM
The following diagrams and profiles summarize the B777 AQP Continuing
Qualification Training Program.
6 MONTHS
6 MONTHS
Initial Qual LOE
ASR CBT, COST, CA Annual Line CK
CQ MV/LOE & SPOT
<^ 121-439B Landing Recency of Experience as req'd 3 T/Os & Ldgs 90 days ^ >
Global Contrails
summer
General Subjects G/S
myl)
Global Contrails
winter
-j July
(June for early)
Change over to new ASR Systems, CQST, MV, and LOE/SPOT
B777 ANNUAL SYSTEMS REVIEW (ASR) SUBJECT MATTER
hrJAR^>
2000 - 2001
2001 - 2002
2002 - 2003
2003 - 2004
JmethodL
CBT
coverage
Group A
COMMUNICATIONS
HYDRAULICS
LANDING GEAR
WARNING SYSTEMS
Group B
AIR SYSTEMS
ANTI-ICE & RAIN
ENGINES & APU
FIRE PROTECTION
FUEL
Group C
AIRPLANE
GENERAL
ELECTRICAL
FLIGHT CONTROLS
Group D
AUTO FLIGHT
FLT INSTM DSP
FLT MGT NAV
GLOBAL
CONTRAILS
coverage
Group C
summer
AIRPLANE GENERAL
winter
ELECTRICAL
FLIGHT CONTROLS
Group D
summer
FLT INSTM DSP
FLT MGT NAV
winter
AUTO FLIGHT
Group A
summer
COMMUNICATIONS
WARNING SYSTEMS
winter
HYDRAULICS
LANDING GEAR
Group B
summer
ENGINES & APU
FIRE PROTECTION
winter
AIR SYSTEMS
ANTI-ICE & RAIN
FUEL
Ill
Flight Manual
Continental
Sec. 3 Page 333
Rev. 11/01/02 #9
ACCEPTABLE PERFORMANCE
Crewmembers are expected to use good judgment in the selection of
configurations and speeds, and in the execution of procedures. This includes the
use of other crewmembers to perform functions that would divert attention from
maintaining proper aircraft control.
The aircraft should be flown with precision at all times. The following criteria
are considered acceptable:
• Altitude - ±100'
• Airspeed - ±5 knots
• Heading - ±5°
During simulated non-normals, first consideration should be given to
maintaining aircraft control. Be deliberate, i.e. fly the aircraft, then take care of
the non-normal. Although non-normal procedures should be accomplished
within a reasonable period of time, no time limit is placed on any particular
item. The other crewmember should be used to the fullest extent to assist with
the non-normal.
Satisfactory performance is required on each procedure and maneuver.
Advanced preparation resulting in good procedural knowledge permits
concentration on smooth and precise aircraft control. This enhances overall
performance and makes the training a meaningful experience.
During the LOE, crews fly trip segments in real time, using the same flight
papers, navaids, and communications as they would during a line trip. Non-
normal events such as emergencies, ATC, or weather problems are a part of the
LOFT scenarios. The intent is for the crew to work as a team, making the best
use of available resources. There is seldom one "correct" solution to these
problems.
Debriefings
Plan to devote the time for a complete debriefing following all training events.
The debriefing is a critical portion of training / checking and requires
approximately one hour. Crewmembers will be asked to evaluate their
performance, openly discussing both successes and mistakes.
Sec. 3 Page 334 777
Rev. 11/01/02 #9 Continental Flight Manual
INTENTIONALLY LEFT BLANK
Ill
Flight Manual
Continental
S«c. 3 LEP-1
Rev. U/01/02 #9
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11/01/02
Principal Operations
inspector
Sec. 3 LEP-2 777
Rev.ll/0y02#9 Continental Flight Manual
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oof
i R, KLOS
Principal Operations
Asterisk indicates page(s) revised or added by the current revision.
777 Sec. 3 LEP-3
Flight Manual Continental Rev. 11/01/02 #9
LIST OF EFFECTIVE PAOES
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Principal Operations
inspector
Asterisk indicates page(s) revised or added by the current revision.
777 Sec. 3-1 TOC-1
Flight Manual Continental Rev. H/Ol/02 #9
ETOPS / LRN
TABLE OF CONTENTS
ETOPS / LRN BRIEFING GUIDE 1
GENERAL 3
OVERVIEW 3
DEFINITIONS 4
CREW PROCEDURES 9
Reporting for Duty 9
Aircraft Crew Complement 9
Flight Deck Discipline 10
PREFLIGHT PLANNING - DISPATCH 1 1
PLANNING OVERVIEW 1 1
Crew Coordination During Flight Planning 1 1
Flight Paperwork 1 1
PREFLIGHT PLANNING 12
International Dispatch Release 12
Verification Flight 13
Extended Range MEL Items 15
Non-ETOPS Flight 15
Flight Plan 16
NAT Tracks 21
Pacific Route Structure 24
ICAO Airport Identifiers 26
Area of Magnetic Unreliability 27
Fuel Requirements 29
Jeppesen Chart / Nav Data NOTAMS and
Enroute NOTAMS 35
Weather 36
Master Flight Plan 40
Plotting Chart 41
AIRCRAFT PROCEDURES 45
FLIGHT DECK PREPARATION 45
Preflight - Aircraft 45
ETOPS Pre-Departure Check 45
Navigation Kit 45
Loading the Route 46
Loading Route 2 49
Waypoint Loading Verification 52
Predeparture Accuracy Check 54
HF Preflight Check 55
Documents Check 55
Sec. 3-1 TOC-2 777
Rev. 11/01/02 #9 Continental Flight Manual
FMC RESERVE Fuel and Wind Entries 56
BEFORE TAKEOFF 57
Check Proper Runway 57
ICAO Noise Abatement Climb 57
Altimeter Setting Terminology 58
ENROUTE PRIOR TO COASTOUT 60
Radio Communications 60
ADS Log On 60
Oceanic Clearance 61
ETOPS / LRN Route Policies 65
Adjust ICAO Step 67
Coast Out Check 67
RVSM Altimeter Check 68
Enroute Compass Check 68
Display C-EEP and C-EXP 69
ETOPSOK Message 69
HF Radio Check 70
ENROUTE ETOPS 71
Track / Route Mach Restrictions 71
LNAV / VNAV Operation 71
Enroute VHF 71
Loss of Communications 72
Transponder Settings 72
FIR Boundary Crossing 72
ETOPS Enroute Alternate Procedures 73
Configuring the ALTERNATE Page 73
North Pacific / Mid Pacific 74
Northern Control Area / Polar Region 75
Waypoint Procedures 78
Weather Deviation From Track / Route 91
Wake Vortex Encounters Within RVSM Airspace 91
RVSM 91
COAST IN AND ARRIVAL 92
Coast In Cross Check 92
APU Reliability Program 92
Transition Level Check 93
Holding 93
POST FLIGHT 94
Logbook Entry -Drift Rates 94
Flight Envelope And Contents 94
NON-NORMAL PROCEDURES 95
EMERGENCY PROCEDURES ON TRACK / ROUTE 95
Deviations From Track Or Altitude 95
Engine Out Driftdown Speed (One Engine Operation) 97
777 Sec. 3-1 TOC-3
Flight Manual Continental Rev. H/Ol/02 #9
Two Engine Operation 100
Diversion Procedure To The Enroute Alternate 101
Loss of Pressurization 102
Uncontrollable Fire 102
Coast Guard Ditching Recommendations 103
NAVIGATIONAL CONTINGENCIES 1 04
Oceanic Entry With NAV Systems Inoperative 1 04
Unreliable Navigation / Error Detection 105
Gross Navigational Errors 1 06
B777 DATA LINK COMMUNICATIONS
QUICK REFERENCE GUIDE 107
DATALINK COMMUNICATIONS 1 09
GENERAL 109
Satellite Voice Communications 109
COMPANY COMMUNICATIONS 110
Satellite Communications (SATCOM) 1 1 0
Flight Following 110
Long Distance Operational Control (LDOC) 111
ATC COMMUNICATIONS 112
General 112
FIR Data Link Status 112
Oceanic Clearance Delivery (OCD) 116
Automatic Dependant Surveillance (ADS) 116
Controller To Pilot Data Link (CPDLC) 117
OPERATING PROCEDURES 119
General 119
Preflight 119
OCD Procedures 120
ADS Procedures 125
CPDLC Procedures 130
CPDLC Quick Reference Guides 1 37
Abbreviations / Acronyms 1 39
CPDLC MESSAGES 141
CPDLC Message Intent 141
CPDLC Standard - Free Text Messages 162
ATC PAGES 167
Downlink Pages 167
Altitude Request 168
Altitude Request Reason Page 169
Route Request 169
Speed Request 171
Clearance Request 172
Combination Downlink Request 173
Sec. 3-1 TOC-4 777
Rev. 11/01/02 #9 Continental Flight Manual
When Can We Expect 174
Voice Contact Request 175
Logon /Status 176
ATC Connection Displays 178
Emergency Report 1 79
ATC Reports 181
B777
This briefing guide contains those items that are pertinent
to ETOPS and LRN operations, presented in a typical
flight sequence. Some items may not be required or
applicable to every flight. It is intended that this guide
supplement Section 3-1 .
PREFLIGHT PLANNING-DISPATCH
□ CK dispatch release/redispatch release (if applicable) C
□ CK verification flight plan (if applicable) C
□ Confirm the CAL and ICAO flight plans agree C
□ Insure flight plan depicts appropriate MAG/TRU
courses on NCA/AMU Routes (if applicable) C
□ CK NAT date/time & LAT/LON with both flight plans C
□ CK fuel for FLAG and ETOPS requirements C
□ CK weather/NOTAMS for refile airports, ETOPS
alternates, destination, destination alternates C
□ Complete Plotting Chart F
FLIGHT DECK PREPARATION
□ Logbook, ETOPS pre-departure, MEL, Fuel Freeze C
□ Enter min. fuel temp, operational limit into FMC C F
□ Check LRN kit on board C
□ Load/uplink WPTs from MFP in RTE 1 F
□ Load ETOPS arpts, Critical Pts, depress/escape in RTE 2.. F
□ Confirm ICAO (A) (B) noise abatement departure
from 10-7 page to TAKEOFF 2/2 F
□ Verify WPTs with MFP C F
□ Log FMC pre-departure accuracy check (<0.3 NM) F
□ Perform HF operational reception check F
□ Accomplish International Documents check C
□ Verify PDC with MFP C
IF DELAYED DEPARTURE OR RETURN TO GATE
□ Re-check ETOPS weather/NOTAMS, NAT validity,
dispatch release, ETOPS pre-departure check C
BEFORE TAKEOFF
□ Review transition altitude for departure PF PM
777
Flight Manual
Continental
Sec. 3-1 Page 1
Rev 11/01/02 #9
)PS / LONG RANGE NAVIGATION BRIEFING GUIDE
ENROUTE PRIOR TO COAST OUT
Obtain oceanic clearance via radio or data-link PM
Accomplish ADS LOGON 1 5 - 45 mins prior to entry
into ADS airspace (as required) PM
Coordinate climb clearance to assigned TRK altitude
and coast out time restrictions with domestic ATC PF PM
Adjust ICAO STEP as required PF
Log Coast Out, Altimeter (< 200 ft RVSM) & Compass CKS...PM
Enter CEEP/CEXP on FIX pages PM
Prior to CEEP confirm ETOPS weather/NOTAMS
and acknowledge with "ETOPSOK" downlink PM
Prior to CEEP send Mx Verification Fit msg (if required). ..PM
Obtain HF frequencies, do HF Selcal Check PM
ENROUTE ETOPS
CK assigned Mach on CRZ page, LNAV / VNAV engaged . . . PF PM
Monitor 121.5 and appropriate Air-to-Air PF PM
Set 2000 (or appropriate code) in transponder
30 min into Track PM
Verify RTE 2 loaded correctly PF PM
Monitor WX for redispatch, ETOPS altns, destination &
destination altn through datalink, HF, or VOLMET PM
Configure/reconfigure ALTERNATE page as flight
progresses PF
Record mid-point MET data, if required PM
REDISPATCH PROCEDURES
Within 2 hours of redispatch point start procedures PM
Project fuel remaining at the redispatch point
and relay that to the dispatcher PM
Copy and acknowledge redispatch clearance
to original destination - OR - CF
Coordinate a new clearance with ATC if diverting
to the refueling airport CF
Inform Dispatch of your intentions to proceed
to original destination of alternate C
WAYPOINT PROCEDURES *
APPROACHING A WAYPOINT
□ Compare next WPT, M/C, DIST & TIME on FMC vs MFP.
If in agreement, put single slash on MFP over the WPT,
set outbound MAG HDG on MCP (set the TC from FMC
LEGS page when the FMC is operating in true) PF
□ Perform the FMC Position Accuracy CK (Log if required**) PM
□ Display PPP on map with ETA fix reminder PM
□ Compare altimeters PM
AT THE WAYPOINT
□ Confirm aircraft turns to correct outbound
heading and LNAV/VNAV engaged PF PM
AFTER WAYPOINT PASSAGE
□ Log and compare ATA, ETA, and FUEL on MFP,
place second slash over WPT on MFP PF
□ Transmit/monitor POS REPORT/MET data PM PF
□ Accomplish PPP/time and log on chart (if required**).
Recheck accuracy of next WPT, ETA and revise if
necessary PM
□ Log mid point MET data on MFP as required MFP PF
* Captain may reverse PF vs. PM waypoint procedures duty
assignments as desired provided all are completed.
** It is not necessary to log this data on the plotting chart as
long as all three of the following conditions are met: GPS
is updating the FMC, the inertial A value is 4.0 NM or less,
and ANP is less than RNP.
□
a
a
□
COAST IN AND ARRIVAL
Log Coast In CK (if required) PM
Confirm domestic routing PF PM
Confirm desired routing in RTE2 PM
CK local transition level, speed limit points,
holding procedures and program as required PF PM
Form* 24.6104
Form Date: 11/01/02
M&E# 00-0703-3-1653
TEMPERATURES (CELSIUS / FAHRENHEIT)
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Sec. 3-1 Page 2 777
Rev 11/01/02 #9 Continental Flight Manual
METERS to FEET
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777 Sec. 3-1 Page 3
Flight Manual Continental Rev. H/Ol/02 #9
GENERAL
OVERVIEW
This section addresses Long Range Navigation (LRN). For two engine aircraft,
Long Range Navigation usually means Extended Twin Engine Operations
(ETOPS) over water or land in areas where no Suitable airports exist.
When plotting is required, ETOPS flights and LRN flights that remain non-
ETOPS require implementation of many of the same procedures / verification
steps. Exemptions from plotting may exist for aircraft meeting certain
equipment requirements on specified routes or in specified regions (see the
International Flight Operations Guide).
The ETOPS/LRN briefing guide appears at the front of this section to serve as a
review of the normal ETOPS and LRN crew duties. The duties described in the
briefing guide will be performed by the indicated crewmember, or that
crewmember designated by the Captain. The ETOPS/LRN Briefing Guide is a
resource to ensure critical tasks are accomplished. These tasks are discussed in
detail in the remainder of this chapter.
The first sub-section is ETOPS/LRN Definitions.
The following sub-sections are designed to familiarize a crewmember with a
typical ETOPS flight from start to finish. It is assumed that all NORMAL
procedures are incorporated into the flight segment.
A 120-minute ETOPS flight from Newark (KEWR) to London, Gatwick
(EGKK) is used as an example, throughout this section.
Note : Material contained in this section is aircraft specific. Information that
is Continental policy or procedures may be found in the Flight
Operations Manual, B777 Flight Manual, IFOG manual, and Jeppesen
coverage.
Sec. 3-1 Page 4 777
Rev. 11/01/02 #9 Continental Flight Manual
DEFINITIONS
Actual Navigation Performance (ANP) - The FMC estimate of the quality of its
calculated position. The ANP value is the radius of a circle centered on the
FMC calculated aircraft position with a 95% probability that the actual aircraft
position is within that circle.
Adequate Airport - An airport that satisfies the aircraft performance
requirements applicable at the expected landing weight. These airports are
listed in the Operations Specifications as authorized airports. Examples of
criteria used for designation of an airport as authorized are:
• availability of the airport
• capability of ground operational assistance (ATC, Meteorological and Air
Information Services Offices, Lighting)
• availability of ILS, VOR, NDB, ASR (at least one compatible navaid must
be available for an instrument approach)
• airport category for rescue and fire fighting
Note : The aircraft is allowed to exceed the runway PCN (Pavement
Classification Number), when the airport is used for an emergency.
Authorized Operations Area (AO A) - A term synonymous with Area of
Operation. The region within which Continental is authorized to conduct
extended range operations. The distance to the Suitable enroute alternate
airport(s) from any point along the intended route must be covered within the
approved time, selected by Continental Dispatch, using the single engine cruise
speed (assuming still air and ISA conditions).
The Continental Airlines single engine diversion speed for the B777 is Mach
.84/329 KIAS. The data is based on engine shutdown at or near the optimum
altitude for typical weights and is conservative for driftdown from any higher
altitude. Increased gross weights will have little effect in distance, but will
affect engine inoperative altitude capability. Fuel jettison may be appropriate
depending upon the circumstances.
The maximum diversion distance used to establish the Area of Operations is
obtained from the following chart. Credit is taken for the increased true
airspeed that results from the driftdown occurring during the first 60 minutes of
the flight after engine failure. This results in a 453 NM distance during the first
60 minutes, a 433 NM distance for the second 60 minutes, and a 434 NM
distance for the third 60 minutes due to continued fuel burn.
777 Sec. 3-1 Page 5
Flight Manual Continental Rev. H/Ol/02 #9
AOA DIVERSION TIME/DISTANCE
• B777 -224 IGW
• GE90-90B POWER
• 1 ENGINE INOP (WINDMILLING)
• MAX CONTINUOUS THRUST ON REMAINING ENGINE
• .84M/329 KIAS SPEED
• 460,000 LBS GROSS WEIGHT
TIME in
MINUTES
60
75
90
120
138
180
207
DISTANCE
in NM
453
561
670
886
1016
1320
1516
Note : Continental Airlines is authorized to dispatch the B777 aircraft under
207 minute ETOPS authority for operations that traverse or enter the
North Pacific (NOPAC) area of operation. For 207 minute ETOPS
the NOPAC area is defined by the Anchorage and Tokyo FIR
extending 100 miles south of the southern most NOPAC route. The
northern boundary of the NOPAC area is defined by the northern
boundaries of the Anchorage and Tokyo FIRs.
C-EEP (Computer generated ETOPS Entry Point) - The point on the outbound
route that is one hour flying time at the approved single-engine diversion speed
(under standard conditions in still air) from an Adequate airport. C-EEP is
identified on the flight plan under ETOPS ANALYSIS.
C-EXP (Computer generated ETOPS eXit Point) - The point on the inbound
route that is one hour flying time at the approved single-engine diversion speed
(under standard conditions in still air) from an Adequate airport. C-EXP is
identified on the flight plan under ETOPS ANALYSIS.
Chronic Write Up - Three or more logbook discrepancies on the same ETOPS
Critical System within a ten-day period. A chronic write up requires a
verification flight prior to ETOPS entry.
Critical Point (CP) - A point on the intended route where the one-engine
inoperative diversion time from the two closest ETOPS alternates is equal. It is
based on one engine inoperative performance, and assumes unpressurized flight
at 10,000 feet using forecast winds and OAT's at 10,000 feet. It is shown as
CRITICAL POINT (a LAT/LON coordinate) in the ETOPS ANALYSIS
section of the flight plan.
Sec. 3-1 Page 6 777
Rev. 11/01/02 #9 Continental Flight Manual
ETOPS (Extended Range Twin Engine Operations) - A term used to described
extended range (ER) flights in twin-engine aircraft. Refers to those flights
conducted over routes that contain a point further than one hour flying time from
an Adequate airport at the approved one engine inoperative diversion speed
under standard conditions in still air. The MEL uses "ER" to refer to ETOPS
specific requirements / limitations.
ETOPS Alternate - Suitable airports assigned to an ETOPS flight and listed in
the Flight Release and ETOPS ANALYSIS section of the paperwork.
ETOPS Alternate Suitability Time Calculations - The beginning of the ETOPS
alternate suitability time period found in the ETOPS analysis section of the
flight plan is calculated by subtracting 1 hour from the ETOPS alternate ETA,
assuming a 2 engine diversion from the C-EEP direct to the alternate at 10,000
ft. (earliest estimated arrival time). This does take into consideration the
forecast winds and assumes no holding or additional time for an approach. The
ending of the ETOPS alternate suitability time period is calculated by adding 1
hour to the ETOPS alternate ETA, assuming a 1 engine diversion from the
Critical Point direct to the alternate at 10,000 ft. (latest estimated arrival time).
This does take into consideration the forecast winds and assumes no holding or
additional time for an approach.
ETOPS Dispatch - Occurs at the moment the PIC signs the dispatch release
agreeing that the present known conditions merit a safe release of that flight at
that time.
ETOPS Reliability Program - To comply with FAR requirements for Extended
Range Operations. The Reliability Program is designed to monitor performance
over and above that required for normal operations. This program is "event
orientated," and requires reporting significant events detrimental to ETOPS
flights within 72 hours after their occurrence. Any unusual event such as an
engine shutdown, diversions (for any reason), abnormal performance by engines
or aircraft systems, etc. should be reported immediately by a Captains
Irregularity Report, and a maintenance logbook entry if required.
ETOPS Segment - The portion of the flight that is more than one hour flying
time (approximately 453 NM at single engine diversion speed in still air) from
an Adequate airport.
Eurocontrol Basic RNAV (BRNAV) - RNAV with an accuracy that meets
RNP-5 for IFR operations in European airspace designated BRNAV/RNP-5.
Continental Airlines ETOPS aircraft are BRNAV capable and certified.
777 Sec. 3-1 Page 7
Flight Manual Continental Rev. H/Ol/02 #9
In-Flight Shutdown (IFSD) - When an engine ceases to function in-flight and is
shutdown, whether self-induced, crew-initiated, or caused by some other
external influence.
Long Range Navigation (LRN) - Flight outside of the operational service range
of ICAO standard navaids. Navigation is dependent upon systems other than
VOR/DME/ADF such as FMC/IRS/GPS. LRN flights may be either ETOPS or
non-ETOPS, based on Adequate airport proximity as per the ETOPS definition.
Maximum Diversion Distance - The distance defined by the Authorized
Operations Area, using the one engine inoperative speed at the maximum
diversion time.
Maximum Diversion Time - The longest time approved for an airline's ETOPS
Authorized Operations Area. The maximum diversion times are 75, 90, 120,
138, 180, and 207 minutes at the one-engine inoperative diversion speed of
M. 84/329 KIAS for the B777. The specific time used is dependent upon a
number of factors including flight plan efficiency (not having to carry extra
ETOPS add fuel for longer diversion time), MEL restrictions, availability of
Suitable airports, and company / fleet authorized times.
Minimum Navigation Performance Standards (MNPS) Airspace - Designated
airspace that requires specific navigation equipment to maintain a defined
lateral navigational accuracy. For the specific area of application see the
appropriate Jeppesen Orientation Chart. Unrestricted operations in the MNPS
airspace requires the aircraft to be properly equipped and the flight crews to be
familiar with MNPS navigational contingencies.
Non-ETOPS Segment - The portion of the flight that is less than one hour
flying time (453 NM single engine, still air) from an Adequate airport.
Reduced Vertical Separation Minimums (RVSM) - Refers to the use of 1000
foot vertical separation. RVSM airspace is restricted to operators that are
RVSM capable and certified. Continental Airlines Boeing aircraft are RVSM
capable and certified.
Required Navigation Performance (RNP) - A statement of navigation accuracy
necessary for operation within a defined airspace. Required navigation
performance (RNP) values have been created and published for certain areas
around the world. Operations in these areas require navigation systems that
alert the crew if RNP is exceeded. The FMC supplies default RNP values for
takeoff, en route, oceanic / remote, terminal, and approach phases of flight. The
crew may enter an RNP value when required. The RNP value is shown on POS
REF page 2/3. If the ACTUAL navigation performance exceeds the RNP the
FMC displays the message NAV UNABLE RNP.
Sec. 3-1 Page 8 777
Rev. 11/01/02 #9 Continental Flight Manual
Suitable Airport - An Adequate airport with weather reports, forecasts, or any
combination thereof, indicating the weather is at or above ETOPS alternate
weather minimums. Additionally, the field condition reports (NOTAMS and
associated information) indicate that a safe landing may be accomplished from
one hour prior to the earliest estimated arrival time to one hour after the latest
estimated arrival time.
Verification Flight - A flight that must be performed on the aircraft in order to
verify its ability to conduct an ETOPS flight.
Verification Item - Those ETOPS Critical System logbook discrepancies or
maintenance actions that require a verification flight to validate they are
operational for the planned ETOPS segment of the flight.
777 Sec. 3-1 Page 9
Flight Manual Continental Rev. H/Ol/02 #9
CREW PROCEDURES
Reporting for Duty
Many potential problems can be discovered and eliminated prior to leaving the
weather room. Plan to arrive at the weather room with sufficient time for
thorough flight planning and preparation.
Aircraft Crew Complement
The normal crew complement for the B777 is two. Depending upon the flight
duration, additional IROs may be assigned. All IRO duties and responsibilities
are at the direction of the Captain. The Captain shall specify IRO duties for
each flight segment.
The IRO(s) shall attend all preflight planning activities in the weather room.
The IRO(s) will be present on the flight deck for preflight through takeoff, climb
to initial level off, and decent through parking. For exceptions see the
Continental Airlines Flight Operations Manual, Operations Requiring IRO(s).
Any qualified flight crewmember may takeoff or land the aircraft at the
Captain's discretion.
The Captain shall at a minimum, occupy the left seat during preflight, engine
start, taxi, takeoff, and until level off at initial cruise altitude. Additionally, the
Captain shall occupy the left seat no later than 30 minutes prior to "top of
descent" through the descent, approach, landing, taxi and parking.
Note : The Captain, if absent from the flight deck, shall be immediately
informed should any significant event or aircraft malfunction occur.
Note : For a complete and detailed description of operations requiring IRO(s)
refer to the Continental Airlines Flight Operations Manual, Operations
Requiring IRO(s).
Sec. 3-1 Page 10 777
Rev. 11/01/02 #9 Continental Flight Manual
Flight Deck Discipline
Aircraft control, traffic surveillance, and navigation are the principal priorities
while flying in high-density traffic areas.
With an augmented crew, pilots will be changing seats throughout the flight.
PF / PM duties normally remain with the seat.
Crewmembers should change duty stations only after reaching top of climb, and
should be at their duty stations prior to reaching top of descent. The pilot going
off duty will brief the replacement pilot regarding items such as weather,
frequency changes, or ATC requirements, etc.
Note : Above FL250, if the Captain or First Officer leaves the controls of the
aircraft temporarily, the pilot crewmember remaining must put on and
use their oxygen mask.
The PM should normally handle radio communications. The IRO may be
assigned communications duties, and should be utilized in monitoring and
recording oceanic clearances, etc.
777 Sec. 3-1 Page 11
Flight Manual Continental Rev. H/Ol/02 #9
PREFLIGHT PLANNING - DISPATCH
PLANNING OVERVIEW
Crew Coordination During Flight Planning
The flight planning process is a crew function requiring joint participation by
each crewmember as specified. On an exception basis, the Captain may find it
necessary to alter the crewmember functions in order to accommodate a unique
operational contingency. The Captain will ensure the crew is knowledgeable of
all pertinent items such as critical points, optional flight level, optional route,
escape routes, NOTAMS, and weather at the destination, destination alternate,
and ETOPS alternates. This is normally accomplished by reviewing the
ETOPS/LRN Briefing Guide predeparture items with the entire flight deck
crew while in the weather room.
Flight Paperwork
The Captain will confirm receipt of the following:
• Dispatch Release
• Verification Flight Plan / Dispatch Release (if required)
• Special Crew Messages
• ATC Flight Plan /ICAO Strip
• NOTAMS
• NAT Message (if required)
• Continental and ICAO Flight Plan
• Weather Package
• Plotting Chart
• Flight Envelope (if required)
• General Declaration
Plotting charts, briefing guides, flight envelopes, etc. are located in the station
weather room area. It is recommended that all crewmembers carry spare
plotting charts for all scheduled routes for the Will .
Sec. 3-1 Page 12 777
Rev. 11/01/02 #9 Continental Flight Manual
PREFLIGHT PLANNING
Some features of ETOPS flight paperwork are different from domestic
paperwork. Following are explanations of the features unique to ETOPS. Items
common to domestic flights are not addressed.
International Dispatch Release
The International Dispatch Release covers the flight, through all intermediate
stops, to the final destination. However, any maintenance action requiring an
MEL placard requires an amended or new release. A delay of any nature
requires a review of the valid times of the NAT message, ETOPS alternate
weather, and NOTAMS.
Example:
FLT 28/15 DISPATCH RELEASE IFR
TYP/EQP FROM TO ATI AT2 PAY- BURN MINIMUM GATE
LOAD FUEL FUEL
777 005 EWR LOW LHR 800 882 107400 113900
FM: 57/CDG/1555 TO: 5/IAH/1100 Ml AO Fl E0 D14
SUBJECT TO THE FOLLOWING CONDITIONS:
ETOPS FLIGHT - MAXIMUM DIVERSION TIME LIMITED TO 120 MINUTES
FROM A SUITABLE AIRPORT
ETOPS ALTERNATES CYQX/YQX BIKF/KEF EINN/SNN
POTENTIAL LGT TURBULENCE INDICATED FROM 35W-30W FL320-360
CAPT DISP: LARRY GRINSTEAD
F/O S/O TEL* 713-324-7560
SPD* 928
-SPECIAL AIRPORTS- TO OPERATE TO OR FROM THESE AIRPORTS:
*** LGW LHR ***
DESTINATION IS A FAA OR CONTINENTAL DESIGNATED SPECIAL
AIRPORT AND/OR IS LOCATED IN A REGION THAT CONTINENTAL
REQUIRES CREWS TO COMPLETE AREA QUALIFICATIONS. REVIEW
FLIGHT OPERATIONS MANUAL, SECTION 5, FOR CREW ENTRY
REQUIREMENTS
REQUIRES CREWS TO COMPLETE AREA QUALIFICATIONS REVIEW
FLIGHT OPERATIONS MANUAL, SECTION 5, FOR CREW ENTRY
REQUIREMENTS
A/C 0005 CO GRH OEW 00322539 IDX 109.4 SEL-CAL
AIRCRAFT RVSM CERTIFIED — COMPLIES BRNAV/RNP
AIRCRAFT CAT III/LAND 3
==================== AIRCRAFT PLACARDS =================
EHGR
777 Sec. 3-1 Page 13
Flight Manual Continental Rev. H/Ol/02 #9
Review the SUBJECT TO THE FOLLOWING CONDITIONS section for the
following information:
• The statement ETOPS FLIGHT.
• The Maximum Diversion Time.
• The ETOPS Alternates.
• Verification flight information and non-ETOPS option (if required).
• Redispatch information (if required).
• MEL placards that impact the ETOPS diversion time (if applicable).
• Status of RVSM and CAT MIL
The following information is located after SPECIAL CREW MESSAGES:
• The NAT message, if a NAT track is to be flown.
• Weather for the Suitable airport(s), refile airport (if required), destination,
and destination alternate(s).
Verification Flight
To clear an item, maintenance may request crew comments on a repaired or
modified aircraft system. This may be done on any trip segment and the
terminology will be "Verification Flight." Maintenance Control is responsible
for notifying dispatch of this requirement.
The crew should be briefed prior to dispatch concerning the maintenance
performed that necessitates the verification flight. As a result, the release
contains the remarks "CAPTAIN - CALL DISPATCH". Once contacted, the
Dispatcher will conference in maintenance for the briefing. The briefing should
convey to the crew the specific actions required during the verification, as well
as the method to be used to properly record the satisfactory completion of the
verification flight. A placard on the cover of the logbook advises the crew of the
system required for comment.
A verification flight may be conducted on any non-revenue flight, non-ETOPS
flight, or ETOPS flight.
Sec. 3-1 Page 14 777
Rev. 11/01/02 #9 Continental Flight Manual
On an ETOPS flight, the verification phase must be documented as satisfactorily
completed prior to reaching the ETOPS entry point. If the verification flight is
unsuccessful, the aircraft must fly a non-ETOPS route to destination or return to
the departure airport. A second release and flight plan for the non-ETOPS route
plus additional fuel must be acquired. In effect, the crew is dispatched with two
flight plans. The flight plan the crew flies depends on the results of the ETOPS
critical (ER) item(s) verification. In effect, the crew is verifying that all ETOPS
Critical System discrepancies, open issues, have been corrected prior to entry
into ETOPS. If the Dispatcher desires the flight to return to the departure
airport, in the event of an unsuccessful verification flight, he/she will so state in
the release .
Note : In the event of a diversion or irregular operations where ETOPS
qualified maintenance personnel are not available, Maintenance
Control may release the aircraft in accordance with GMM 07-03-03.
Under this provision, a verification flight is required for the first 60
minutes of the subsequent flight.
The success or failure of the verification flight is noted in the aircraft logbook, in
addition to any discrepancies. Additionally, the Captain will notify SOCC and
Maintenance Control with the results of the verification flight.
Example:
DISPATCH RELEASE IFR
TYP/EQP FROM TO ATI AT2 PAY- BURN MINIMUM GATE
LOAD FUEL FUEL
777 016 IAH IAH SAT 10 80 29700 47000
FM: 50/IAH/O TO: NO ROUTING Ml AO F0 E2
SUBJECT TO THE FOLLOWING CONDITIONS
NOTE: ETOPS MAINTENANCE VERIFICATION FLIGHT
REQUEST PHONE CALL TO DISPATCH TO CONFER WITH MTNCE
RC6411/
***************************
REMARKS: *CAPTAIN - CALL DISPATCHER*
***************************
CAPT DISP: JEFFREY DEVORE
F/O S/O TEL* 713-324-7500
SPD* 920
==================== AIRCRAFT PLACARDS ===================
06-04 79-ETOPS ETOPS VERIFICATION FLT, +1 ENG OPS
A/C 0016 CO GRH OEW 00321971 IDX 110.8 SEL-CAL AMEP
AIRCRAFT RVSM CERTIFIED — COMPLIES BRNAV/RNP
***IF HAVING OCD PROBLEMS - REVERT TO VOICE PROCEDURES***
AIRCRAFT CAT III/LAND 3
777 Sec. 3-1 Page 15
Flight Manual Continental Rev. H/Ol/02 #9
Extended Range MEL Items
System redundancy levels appropriate to Extended Range operations are
reflected in the MEL. They are identified by the code "ER." ER items also have
a NOTIFICATION TO DISPATCH REQUIRED statement in column 5 of the
MEL.
Non-ETOPS Flight
There are occasions when the flight would normally dispatch using ETOPS, but
circumstances (maintenance, MEL items, weather, etc.), prevent the flight from
operating ETOPS. When this occurs, the crew should check the Jeppesen
charts to verify the route selected remains non-ETOPS.
Following are a few examples:
• When dispatched on a non-ETOPS LRN flight (such as from Newark to
San Juan in the Western Atlantic).
• An unsuccessful verification flight, or an MEL item restricts the flight to
non-ETOPS.
• Weather precludes the selection of Suitable alternates for the intended
route.
There are no enroute alternate weather requirements for a non-ETOPS flight.
As always, the Captain and the Dispatcher are responsible to determine the
acceptability of enroute weather, and implement the best options available.
Sec. 3-1 Page 16 777
Rev. 11/01/02 #9 Continental Flight Manual
Flight Plan
Continental Flight Plan
The Continental ETOPS flight plan is similar to a domestic flight plan with the
addition of the ETOPS ANALYSIS section, additional information in the FUEL
CATEGORIES, and Enroute fuel temperature analysis information.
Redispatch Flight Plan
On flights requiring maximum fuel loads, a redispatch procedure may be used.
The procedure allows a proportional reduction in the 10% Flag Reserve Fuel
requirement, thus affording additional payload capability or reduced fuel burn.
A Redispatch Flight Plan releases the flight to an INITIAL DESTINATION
where normal fuel reserves can be met, with the intent of continuing the flight at
the REFILE POINT to the planned FINAL DESTINATION. Upon reaching
the REFILE POINT, provided the fuel is sufficient relative to the destination
weather, the flight is redispatched to the FINAL DESTINATION.
It is important to understand that the flight is filed for the complete route
from the departure airport to the FINAL DESTINATION. ATC is not
aware of the INITIAL DESTINTION or the redispatch procedure.
Approximately one hour prior to the REFILE POINT, the flight should receive
and acknowledge receipt of a redispatch message. If the redispatch message is
not received one hour prior to the REFILE POINT, the Captain should initiate
contact with Dispatch to ensure receipt of the message prior to the planned
REFILE POINT. This message contains additional information regarding
weather, ground facilities, and other items considered in the original release.
Dispatch initiates the redispatch procedure using one of the following methods:
• ACARS / Data link / SATCOM
• Phone patch through ARINC
• Company VHF
• A Teletype to the controlling agency for relay to the crew.
Refer to the Flight Operations Manual for a detailed description of the
redispatch procedures and additional information.
777 Sec. 3-1 Page 17
Flight Manual Continental Rev. H/Ol/02 #9
Example:
********REDISPATCH DISPATCH RELEASE IFR* *********** *
INITIAL DESTINATION
TYP/EQP FROM TO ATI AT 2 PAY- BURN MINIMUM GATE
LOAD FUEL FUEL
777 005 EWR PEK SHA 420 1967 250500 252300
FINAL DESTINATION MINIMUM FUEL REQUIRED
DOMOR HKG MFM 596 74500
REDISPATCH IS REQUIRED BEFORE PROCEEDING PAST
REFILE POINT OF DOMOR
TOTAL B/O EWR -HKG 230500
FM: 0 TO: NO ROUTING Ml AO F0 El
SUBJECT TO THE FOLLOWING CONDITIONS
ETOPS FLT/MAXIMUM DIVERSION TIME LIMITED
TO 180 MINUTES FROM A SUITABLE ALTERNATE.
ETOPS ALTS YUL YFB LYR YKS PEK
RC9332/
CAPT DISP: T SCHOLZE
F/O S/O TEL* 713-324-7515
SPD* 915
-SPECIAL AIRPORTS- TO OPERATE TO OR FROM THESE AIRPORTS:
************** * *HKG MFM* ********************
DESTINATION IS A FAA OR CONTINENTAL DESIGNATED SPECIAL
AIRPORT AND/ OR IS LOCATED IN A REGION THAT CONTINENTAL
REQUIRES CREWS TO COMPLETE AREA QUALIFICATIONS REVIEW
FLIGHT OPERATIONS MANUAL, SECTION 5, FOR CREW ENTRY
REQUIREMENTS
CO 99/13 EWR /HKG -KEWR/VHHH/
REFILE FLT 99 ORG DOMOR /DEST ZBAA RC 9332 PLAN 0161
FUEL TIME DIST FUEL TIME DIST
KEWR TO DOMOR 1709 10.30 5185 DOMOR -VHHH 0596 04.49 2238
DOMOR TO ZBAA 0258 02.14 1096 ALTN/VMMC 0030 00.06 0020
ALTN/ZSSS 0185 01.23 0614 RESERVE 10 PCT 0062 00.29
RESERVE 10 PERCENT 0163 01.16 RESERVE 30 MIN 0057 00.30
RESERVE 30 MIN 0059 00.30 REQUIRED 0745
REQUIRED 2374
1. PLANNED FUEL AT REDISPATCH POINT 0796
2. FUEL REQUIRED AT REDISPATCH POINT WITH ALTERNATE 0745
3. FUEL REQUIRED AT REDISPATCH POINT IF DESTINATION
WX FCST 2000-3 OR BETTER AND ALTERNATE IS DELETED .... 0715
WARNING : LANDING WT . EXCEEDED AT RE-CLEAR DESTINATION BY 0000
ZBAA ELGW 4184/MLGW 4600 ACFT WT . AT RECLEAR PT . DOMOR 4442
DOMOR.A91W.CS.A91.UDA.A575.ERE.B45 8.ZN.A5 96.KM.KM1A.ZBAA
Sec. 3-1 Page 18 777
Rev. 11/01/02 #9 Continental Flight Manual
ICAO Flight Plan
The crew is required to possess a copy of the filed ICAO Flight Plan on all
flights entering international airspace.
The Captain confirms the ICAO flight plan is valid, noting the Date/Time,
Flight #, and A/C #. Ensure the date of the ICAO flight plan matches the
Continental flight plan. The Continental flight plan routing and the ICAO
routing must be compared to the waypoints in the body of the Continental flight
plan. Any discrepancies between these 3 routings must be resolved.
Subsequently, when received, the PDC or ATC clearance must be crosschecked
and any differences from the flight plan verses cleared route must be resolved.
The following is an example of a B777 ICAO Flight Plan:
* * * * * * * * * * * * * * -k j^jy q FLIGHT PLAN **********************
© (FPL-COA28-IS
© -B772/H-SHGXWYRJ/S
® -KEWR235 5
© -N0503F330 DCT MERIT DCT HFD DCT PUT DCT BOS DCT TUSKY N91B
CYMON/M084F370 NATY LIMRI DOLI P/NO 4 8 8 F37 0 UN523 CRK UR37
EXMOR UR14 GIBSO WILL1D
© -EGKK0609 EGLL
© -EET/CZQM0048 CZQX0131 CYMON0159 51N050W0223 52N040W0307
EGGX0351 52N020W0432 EISN0453 EGTT0528 REG/N78005 SEL/EHGR
RALT/CYQX BIKF EINN
© DAT/VS COM/TCAS RMK/ADS AGCS 02.Y360 03.X370)
777
Sec. 3-1 Page 19
Flight Manual
Continental
Rev. 11/01/02 #9
Explanation:
® (FPL-COA28-IS
"Filed Flight Plan," COA is the registration for Continental Airlines,
followed by the flight number. IS is a code representing the rules under
which the flight will be operated. I = IFR and the type of flight, S =
scheduled air carrier.
The 2 represents a -200 series, H= Heavy. SHGXWYRJ/S designates the
radio communication, navigation, and transponder code equipment.
- S = standard equipment for the route of flight
- H = HF radio
- G = Global Navigation Satellite System
- X = Other equipment
- W = RVSM
- Y = 8.33 kHz Europe
- R = RNP
- J = Datalink
- /S = transponder mode S, including both pressure-altitude and aircraft
identification transmission.
® -KEWR2355
The departure airport and the scheduled departure time in Zulu.
® -N0503F330 DCT MERIT DCT HFD DCT PUT DCT BOS DCT TUSKY N91B
CYMON/M084F370 NATY LIMRI DOLIP/N0488F370 UN523 CRK UR37
EXMOR UR14 GIBSO WILL1D
The first subdivision -N0503F330 DCT MERIT through BOS refers to the
segment of the flight operated under domestic ATC. Domestic segments
must be filed in the format TAS followed by flight level. The "N" stands
for knots, 0503 is the filed TAS and F330 the filed flight level. BOS is the
point where the domestic portion of the route terminates.
DCT TUSKY is flown in Canadian airspace. N91B is a pre-defined North
American Route found in Jeppesen Enroute - North American Routes for
North Atlantic Traffic. This page shows Eastbound Routes - Common
Portion, which is a direct route from TUSKY to CYMON.
The subdivision CYMON/M084F370 NATY LIMRI is the oceanic portion
of the route, which must be filed with Mach number and flight level.
NATY is the approved ICAO coding for the route. The /, in this case,
represents a point on the route where a change in speed or altitude is
@
-B7 7 2/H-SHGXWYRJ/S
planned.
Sec. 3-1 Page 20 7 77
Rev. 11/01/02 #9 Continental Flight Manual
Note : An ATC clearance "Cleared as filed" does not constitute
authority to step climb on NATY. This / mark merely alerts
ATC that a change may be requested.
LIMRI is located at the Shannon FIR where radar contact is normally
established, then direct to DOLIP, (last waypoint on NAT track Y). From
DOLIP, Airway UN523 to CRK, Airway UR37 to EXMOR, then UR14 to
GIBSO. GIBSO represents the first point on the Willo One Delta
(WILL ID) arrival into London Gatwick.
Note : This routing is a combination of the "Preferred Routes" through the
Shannon and London UTAs. Though automatically filed by
dispatch, it is important to realize the source of this routing.
Information on Preferred Routes, if available, is found in the
Jeppesen Enroute section. In the event of a track change it is
incumbent upon the crew to verify the routing from end of track to
destination .
© -EGKK0609 EGLL
The destination airport (EGKK = London, Gatwick) and the elapsed time of
flight (6 hours 09 minutes) EGLL (ICAO identification for London
Heathrow) indicates the alternate if alternates are specified.
© -EET/CZQM0048 CZQX0131 CYMON0159 51N050W0223 52N040W0307
EGGX0351 52N020W0432 EISN0453 EGTT0528 REG/N78005 SEL/EHGR
RALT/CYQX BIKF EINN
Enroute estimates to the domestic FIR (Flight Information Region)
boundary and the Canadian FIR boundary. In this example, the flight is
estimated to cross CZQM 48 minutes after takeoff, and arrive at CZQX 1
hours and 3 1 minutes after takeoff.
REG denotes aircraft registration number N78005. SELCAL code EHGR.
RALT/ (enroute alternates) CYQX BIKE EINN are listed by their 4-letter
ICAO identifier.
® DAT/VS COM/TCAS RMK/ADS AGCS 02.Y360 03.X370)
DAT/VS denotes Datalink/VHF, and SATCOM; COM/TCAS denotes the
aircraft is TCAS equipped; REMARKS/ADS Automatic Dependant
Surveillance equipment; AGCS Air Ground Communication System.
Should our first choice NAT track and altitude not be available, 02.Y360
indicates NAT Y at FL 360 is our second choice, and 03.X370 identifies
NAT track X at FL 370 as our third choice.
777 Sec. 3-1 Page 21
Flight Manual Continental Rev. H/Ol/02 #9
NAT Tracks
To accommodate the large volume of traffic between North America and
Europe and provide efficient use of variable winds, a shifting or variable route
system is utilized in the North Atlantic. This is called the North Atlantic (NAT)
track system. The NAT tracks are evaluated and then published every twelve
hours at approximately 0100 and 1300Z. Either the morning or afternoon Track
Message will be issued to each flight as determined by the time the flight would
cross Longitude 30W. This message includes all necessary details, such as a
track designator for each route (U, V, W, X, etc.), the east or westbound flight
levels that apply, the coordinates of each fix, the time frame during which the
message is valid, and the identification of any applicable gateways or domestic
routings.
NAT Track Message
For North Atlantic crossings the Captain must confirm that the North Atlantic
(NAT) track routing agrees with the ICAO strip and Continental Flight Plan
routing. The date of the NAT message must also be checked in relation to the
planned time to cross 30° West Longitude.
Sec. 3-1 Page 22 7 77
Rev. 11/01/02 #9 Continental Flight Manual
The following is an example of a NAT track message:
NAT-l/2 TRACKS FLS 320/400 INCLUSIVE
® AUG 16/0100Z TO AUG 16/0800Z
PART ONE OF TWO PARTS
U STEAM OYSTR 55/50 56/40 56/30 56/20 MIMKU MAC
EAST LVLS 320 330 340 350 360 370 380 390 400
WEST LVLS NIL
EUR RTS WEST NIL
NAR N153C N155A-
V REDBY CARPE 54/50 55/40 55/30 55/20 NIBOG TADEX
EAST LVLS 320 330 340 350 360 370 380 390 400
WEST LVLS NIL
EUR RTS WEST NIL
NAR N137B N141B-
W YAY 53/50 54/40 54/30 54/20 DOGAL BABAN
EAST LVLS 320 330 340 350 360 370 380 390 400
WEST LVLS NIL
EUR RTS WEST NIL
NAR N123A N129B-
X DOTTY 52/50 53/40 53/30 53/20 MALOT BURAK
EAST LVLS 320 330 340 350 360 370 380 390 400
WEST LVLS NIL
NAR N107B N113B-
@ Y CYMON 51/50 52/40 52/30 52/20 LIMRI DOLIP
® EAST LVLS 320 330 340 350 360 370 380 390 400
WEST LVLS NIL
EUR RTS WEST NIL
© NAR N91B N97B-
Z LUNNI 32/50 39/40 44/30 47/20 BEDRA GUNSO
EAST LVLS 310 340 360 380
WEST LVLS NIL
EUR RTS WEST NIL
NAR NIL-
END OF PART ONE OF TWO PARTS)
© REMARKS :
1 . CLEARANCE DELIVERY FREQUENCY ASSIGNMENTS FOR AIRCRAFT OPERATING
FROM MOATT TO BOBTU INCLUSIVE
MOATT - SCROD 128.7
OYSTR - YAY 135.45
DOTTY - CYMON 135.05
YQX - YYT 128.45
COLOR - BOBTU 119.42
2. TRACK MESSAGE IDENTIFICATION 228.
3. MNPS AIRSPACE EXTENDS FROM FL285 TO FL420. OPERATORS ARE REMINDED
THAT MNPS APPROVAL IS REQUIRED TO FLY IN THIS AIRSPACE. IN ADDITION;
RVSM APPROVAL IS REQUIRED TO FLY WITHIN THE NAT REGIONS BETWEEN
FL290 AND FL410 INCLUSIVE. REFER TO INTERNATIONAL NOTAM CYA0080/02.
4. 80 PERCENT OF GROSS NAVIGATIONAL ERRORS RESULT FROM POOR COCKPIT
PROCEDURES. ALWAYS CARRY OUT PROPER WAYPOINT CHECKS.
5. NAT EASTBOUND SCENARIO 2 IN FORCE. SEE CFMU A.I.M. FOR
ROUTING DETAILS. REFER TO EGTT A1098/02 OR EGTT G0194/02 AND EGGX
G0149/02 .
6. OPERATORS ARE REMINDED OF NOTAM CYA1535/02 FOR FLIGHTS ENTERING THE
NAT REGION FROM THE MONTREAL FIR/CTA.
777 Sec. 3-1 Page 23
Flight Manual Continental Rev. H/Ol/02 #9
Explanation:
® AUG 16/0100Z TO AUG 16/0800Z
Date and valid time.
© Y CYMON 51/50 52/40 52/30 52/20 LIMRI DOLIP
y - Track Y
CYMON - Applicable gateway
51/50 52/40 52/30 52/20 limri - Fix coordinates and track exit point.
dolip - Preferred oceanic feeder fix for entry into UK airspace. (See
Jeppesen ENROUTE Section, Preferred Routes, Eastbound.)
© EAST LVLS 320 330 340 350 360 370 380 390 400
Flight levels in use.
® WEST LVLS NIL
Westbound flight levels not in use.
© NAR N91B N97B-
NAR routes N91B & N97B applicable to Track Y. (See Jeppesen Enroute
pages, North American Routes, Eastbound & Common Portion.)
© REMARKS :
Contains frequencies, TMI, NOTAMS, and other information. Gander
clearance delivery frequencies listed.
The Track Message Indicator (TMI) number 228 is the Julian date (16
August is the 228 th day of the Julian calendar).
Note : Use of this number when requesting oceanic clearance precludes
the requirement to read back track coordinates. This procedure
applies to both eastbound and westbound flights operating entirely
within the track structure. This procedure does not apply to
random route flights.
Any NAT NOTAMS applicable to the flight will appear in the REMARKS
Section of the Flight Plan.
Datum Line Technique
The NAT message may contain a note in the REMARKS that reads, "DATUM
TRACK VICTOR" or "DATUM 45 NORTH." This means that on random
tracks, which lie on or north of the Datum Track or Line, flight levels may be
used that are not appropriate to the direction of flight.
Sec. 3-1 Page 24 7 77
Rev. 11/01/02 #9 Continental Flight Manual
Pacific Route Structure
General
The bulk of oceanic traffic flows over a complex and varied Pacific route
system. A number of routes connect the continental U.S. and Hawaii with the
Pacific Rim, including Japan, the Philippines, Australia, and New Zealand. The
most northerly routes are grouped in the North Pacific (NOP AC) Route System.
The Pacific Organized Track System (PACOTS) provides fuel-efficient routes
for long distance transpacific flights, and are adjusted every 12 hours in
response to upper level wind conditions.
NOPAC Route System
The NOPAC route system is comprised of five Air Traffic Service (ATS) routes
that transit the North Pacific between Alaska and Japan. The two northern
routes (R220, R580) are used for westbound traffic. The three southern routes
(A451, R591 and G344) are used primarily for eastbound traffic. R591 or
G344 may be used for westbound aircraft crossing the Tokyo/Anchorage FIR
between 0000Z and 0600Z.
Aircraft cannot always be accommodated on their flight planned NOPAC route.
In an effort to reduce coordination time and error between ATC and flight
crews, the most commonly issued reroutes are provided on the Pacific Ocean 1
P (H) Enroute Chart. These reroutes will be issued by name. PHASEOLOGY
- CLEARED TO (Destination) VIA (Fix) NOPAC REROUTES 1.
Example: NOPAC REROUTE 1 - R220 NANAC OTR10 CVC RJAA.
Flight crews may read back the revised clearance by name. In the event the
flight crew does not have a copy of the reroute, ATC will issue a full route
clearance. Any changes to the routing will necessitate a full route clearance.
Named reroutes are provided to reduce pilot / controller coordination only.
Pacific Organized Track System (PACOTS)
The Pacific Organized Track System (PACOTS) was developed utilizing ATC
system user and provider input. This system was designed to improve airspace
utilization while providing the most efficient routes. Improvements in the
accuracy of forecast winds aloft and the necessity to allow more aircraft to
operate closer to their minimum time routing, resulted in the evolution of the
Pacific Organized Track System. Routes between the city pairs involved
change daily in response to changing wind patterns, military activity, severe
weather or any other necessities.
777 Sec. 3-1 Page 25
Flight Manual Continental Rev. H/Ol/02 #9
From the perspective of the pilot, operation of the PACOTS is virtually
transparent. In some cases, the rules may permit a Dispatcher to plan a flight to
join or depart a PACOTS route part way along its length. Aside from those
occasions, the Dispatcher must file a route that either participates in or avoids
the PACOTS. Once a flight plan is accepted by ATC, a detailed clearance is
issued to the flight. It specifies the names or latitude and longitude of the
waypoints defining the route. The clearance will not include the PACOTS
designator letter or number even when a PACOTS route is utilized.
Oakland and Tokyo coordinate the development of the tracks, and they are
generally given numbers on east to west routes and letters west to east routes. It
is important to note that, unlike the NAT tracks, these routes are not reflected in
a "track message," but rather as NOTAMS issues by Oakland ARTCC.
Current details of the system including FIRs, city pairs, track designator letters
and numbers, separation standards, ATC procedures, and other pertinent
information is in the Jeppesen Enroute Section, Continental Airlines
International Flight Operations Guide (IFOG), and Jeppesen 1 P (HI) Enroute
Chart. Given the frequency of PACOTS changes, it is important to consult the
Jeppesen NAVDATA NOTAMS, CHART NOTAMS and Jeppesen 1 P (HI)
Enroute Chart to review the status of the routes and procedures.
City pairs and track designators commonly encountered by Continental aircrews
are:
North America to Japan C, D, E, F & G
Japan to North America 1 , 2, 3 & 4
Dallas Ft. Worth to Japan M
Japan to Dallas Ft. Worth 8
The following is an example of a PACOTS NOTAM:
© A2689/02 NOTAMN A) KZOA B) 0207010700 C) 0207012300 E)
© TDM TRK 8 020701070001
© 0207010700 0207012300
© CALMA 40N160E 42N170E 43N180E 44N170W 45N160W 47N150W 48N140W PRETY
TAMRU SEFIX TOU PDT OGD HBU PNH UKW KDFW
© RTS/GUPPY OTR8 KAGIS A590 PABBA OTR5 CALMA
© UKW KDFW
© RMK/0 01 JUL 07:00 UNTIL 01 JUL 23:00
Sec. 3-1 Page 26 777
Rev. 11/01/02 #9 Continental Flight Manual
Explanation:
© A2689/02 NOTAMN A) KZOA B) 0207010700 C) 0207012300 E)
The number / date of the NOT AM, "N" for new NOT AM, issued by
Oakland Center (KZOA), effective from 2002 July 01, 0700Z to 2002 July
01,2300Z.
© TDM TRK 8 0207010001
Track Data Message, track 8 on 2002 July 01, OOOlz.
© 0207010700 0207012300
Repeat of time / date group for effectiveness.
@ CALMA 40N160E 42N170E 43N180E 44N170W 45N160W 47N150W 48N140W PRETY
TAMRU SEFIX TOU PDT OGD HBU PNH UKW KDFW
Fixes of track 8 that begin near Tokyo and end near the arrival fix UKW for
KDFW.
© RTS/GUPPY OTR8 KAGIS A590 PABBA OTR5 CALMA
Route Track System, is from Guppy via Oceanic Transition Route 8 to
KAGIS, A590 to PABBA, OTR5 to CALMA (and then picking up
CLAMA and the routing to KDFW).
© UKW KDFW
UKW (Bowie) arrival fix for KDFW.
© Remarks and restriction.
ICAO Airport Identifiers
ICAO Airport Identifiers consist of four letters coded to designate general
geographic location, the country or state, and the airport ID. The first letter is
the general location, the second the country / state, with the third and fourth
letters used to identify a specific airport.
The ICAO designation identifiers may be found on the Jeppesen Approach Plate
pages. For large or international airports, the identifier is printed at the top of
the 10-9 Airport page. The ICAO identifiers for less congested airports may be
found at the top of the reverse side of the 11-1 page. For complete worldwide
reference to both ICAO and IATA codes, consult the Airport Directory section
in the International Jeppesen Manual. Also, refer to the B777 AIRPORT
SUMMARY GUIDE for addition information.
777 Sec. 3-1 Page 27
Flight Manual Continental Rev. H/Ol/02 #9
Area of Magnetic Unreliability
Flights may be routed through the area of magnetic unreliability (AMU). In the
Canadian territories, the line defining the boundaries of the Southern / Northern
Control Area also defines the limits of the AMU. In other parts of the world, the
limits are not as clearly defined. However, in all cases the appearance of the
"T" following the course on an airway (i.e., 342° T) reflects the true course
between the defining fixes as opposed to the normal magnetic course (with no
alphabetic suffix following the course numbers).
Example :
Sec. 3-1 Page 28 7 77
Rev. 11/01/02 #9 Continental Flight Manual
AMU Operating Policies
• During preflight, check to see if the filed route will penetrate the AMU.
These routes include NCA 23, 24, 28, 30 and all DIRECT routes between
fixes located within the AMU.
• Cross check the flight plan to ensure correct true and magnetic course are
reflected on these legs.
Note : Flight plans include a M/C (magnetic course), M/H (magnetic
heading), T/C (true course), and TH (true heading) columns.
• During the preflight verification of the flight plan, it is not necessary or
desired to select true on the heading reference switch.
• No changes or additions are required to the Enroute Compass Check.
• The heading reference will not automatically change when entering the
AMU and the crew should not manually select the heading select switch to
true. The B777 navigation system is designed to automatically make all
necessary corrections and no crew intervention is required. LNAV,
heading select, and heading hold all function normally.
Note : The execution of an instrument approach to an airport located within
the AMU is not authorized since these airports have procedures
referenced to true north.
• Continental Airlines does not designate any airport within the AMU as an
ETOPS alternate. These are EMERGENCY USE ONLY airports and
should only be considered in extreme emergencies when continued
flight is no longer an option.
• Alternate navigation functions of the FMC do not change and are fully
capable of navigation within the AMU, given the system constraints as
described in the B777 Flight Manual, Section 6.11.
Note : Do not confuse FMC Polar Operations as discussed in Section 6. 1 1
of the B777 Flight Manual (where the heading reference automatically
changes to TRUE) with AMU operations.
For additional information refer to ENROUTE ETOPS, Northern Control Area
/ Polar Region section. Also, refer to the IFOG Manual Section 6, POLAR,
RUSSIA & FAR EAST for information on operations in these regions.
777 Sec. 3-1 Page 29
Flight Manual Continental Rev. H/Ol/02 #9
Fuel Requirements
ETOPS Fuel Requirements
120 ETOPS SC 4
FLIGHT DAY ORG DEST ALTN ACFT TYPE ENGINES AC
28 15 KEWR EGKK EGLL B777-200 GE90-90B 005
SPEED SCHEDULES
CLIMB
310. M84
CRZ
M84 DESCENT M84.310 RT
Y
®
FUEL
TIME
OEW
3225
LIMIT
COST
INDEX
180
BURN
0880
06.
.15
PYLD
0800
FUEL
COST 0
.8302
®
ALTN EGLL
0043
00.
.17
ZFW
4025
4300
CRZ
ADJUST
3.8
®
RSV 10PCT
0077
00.
.37
FOB
1139
3030
AVG
W/COMP
P023
®
RSV 30MIN
0061
00.
.30
CONT
0000
00.
.00
TOW
5129
6480
AVG
OAT
M52
©
ETOPS ADD
0013
00.
.06
BURN
0880
ADL
BO/1000
0140
MIN FUEL
1074
07.
.45
LGW
4249
4600
OUT
23.55Z OFF
00 .23Z
®
TAXI
0035
00.
.28
FUEL
OVER
DEST 0224
EXTRA
0030
00.
.15
FUEL
OVER .
ALTN 0181
ON
06.36Z IN
06.45Z
GATE FUEL
1139
08.
.28
Explanation:
BURN
® Fly to and land at the airport to which it is released.
© ALTN EGLL
In addition, to fly to and land at the most distant alternate if one is required.
• If the flight is scheduled for 6 hours or less and the weather forecast
indicates an alternate is not required, no alternate fuel is required.
• When the route to be flown does not have an available alternate airport
for the destination, total fuel requirements would equal burnoff plus
two hours fuel at normal cruising consumption (30,000 lbs for the
B777). When using the 2 hour fuel requirement, reserve and
contingency fuel are not required.
• When dispatched to a single runway airport without an alternate, there
must be enough planned fuel to fly to a suitable contingency airport
consuming no more than 50% of the fuel planned to be on board on
arrival at the destination. Weather conditions at the contingency
airport must meet the same requirements as a destination airport when
dispatched without an alternate.
Sec. 3-1 Page 30 7 77
Rev. 11/01/02 #9 Continental Flight Manual
© RSV 10PCT
After that, to fly for a period of 10% of the total time required to fly from
the departure airport and land at the airport to which it was released . On a
Redispatch Flight Plan, this will be the INITIAL DESTINATION as
opposed to the FINAL DESTINATION.
• CAL policy is 10% of the total time using a fuel flow rate equal to that
of the final cruise segment.
© RSV 30MIN
Thereafter, to fly for 30 minutes minimum at holding speed at 1500 feet
above the alternate airport or the destination airport if no alternate is
specified. This calculation is based on fuel flows at actual landing weights.
© ETOPS ADD
The ETOPS ADD critical fuel requirement is usually covered adequately
by the normal flag fuel requirements. However, for a flight with strong
tailwinds, it may require more fuel to fly from the last Critical Point into the
wind at FL100 to the last ETOPS diversion airport on one engine (with the
worst case contingencies applied), than it would to fly as planned at altitude
with both engines operating to the final destination airport.
In addition, if the Dispatcher adds contingency fuel, the contingency fuel
will be displayed within the ETOPS ADD row on the flight plan. This will
be the case until the contingency fuel is greater than the ETOPS ADD, at
which point the balance will be displayed in the CONT row. A statement
at the end of the flight plan will explain how much contingency fuel has
been assigned to ETOPS ADD.
© EXTRA
EXTRA fuel is fuel that has been added by the Captain or Dispatcher that is
not required by the FARs. Examples are tanking or fuel added by the
Captain. Additional fuel requests must be coordinated by the Captain,
Dispatcher, and Load Planning, in sufficient time to avoid payload
restrictions, fueling delays, or other operational problems.
777 Sec. 3-1 Page 31
Flight Manual Continental Rev. H/Ol/02 #9
ETOPS Critical Fuel Analysis
In addition to Flag Fuel requirements, fuel reserves at the Critical Point must
also be provided for "Critical Fuel" contingencies. These contingencies are the
loss of pressurization or the loss of pressurization + an engine failure at the
Critical Point followed by:
• Immediate descent to FL 100 and
• APU is started as a backup electrical source and
• Engine and Wing anti ice penalty is applied and
• A 5% fuel penalty for possible inaccurate winds at FL100 and
• Upon reaching the planned ETOPS enroute alternate at 1500 ft, a hold of
1 5 minutes and
• Planned approach, missed approach, and a subsequent approach and
landing
Note : While the critical fuel requirements are calculated on a descent to FL
100, this altitude may not be immediately attainable due to high terrain,
weather, etc.
Note : The B777 has supplemental oxygen of approximately 22 minutes. The
crew may elect to temporarily level at FL140 for fuel conservation,
terrain or avoid icing condition.
This is a sample of an ETOPS analysis from a Flight Plan with the Enroute
Alternates displayed for critical fuel requirements. A detailed explanation
follows.
Sec. 3-1 Page 32 7 77
Rev. 11/01/02 #9 Continental Flight Manual
_________ -ETOPS ANALYSIS- -----------------
C-EEP N51 44.4 W043 38.5 TIME 02.55 FUEL 0473 FRMG 0631
C-EXP N52 02.8 W021 14.8 TIME 04.32 FUEL 0692 FRMG 0412
ETOPS ENTRY AIRPORT CYQX
ETOPS EXIT AIRPORT EINN
EARLIEST/LATEST ARRIVAL TIME FOR THE ETOPS ALTERNATE AIRPORTS
BASED ON ETD
(T) CYQX SUITABLE 0249Z/0621Z
BIKF SUITABLE 0423Z/0631Z
EINN SUITABLE 0419Z/0626Z
SUITABLE ALTERNATES - CYQX / -BIKF
CRITICAL POINT- N52 06.2 W034 15.7
TIME FROM DEP - 03.36
FUEL BURN - 0567
F/R OVER ETP - 0537
TIME FROM ETP TO ALTERNATES/ 01.49 BASED ON SINGLE ENG ETOPS DESCENT
FL 100
0
©
©
®
®
©
®
®
ETP /
CYQX
ETP
/
BIKF
CRUISE DIST/PLUS 20NM
081
8
0823
AVG WIND COMP/FL 100
M15
Mil
AVG TEMP/FL 100
P03
M0 6
WEIGHT AT ETP - 4512
©
®
©
©
CRITICAL FUEL CALCULATION
2ENG
1ENG
2ENG
1ENG
CRUISE / FL100 - 0363 02
.24
0372
0360
0367
0363
HOLDING/1500FT - 0029 00
.15
0030
0030
0029
0029
MISSED APPCH - 0040
0040
0040
0040
0040
APU BURN - 0006
0000
0006
0000
0006
A/I ICE DRAG - 0035
0000
0000
0026
0035
ANTI-ICE - 0000
0021
0021
0000
0000
ADDL 5 PCT RES - 0020
0020
0019
0019
0020
TOTAL FUEL REQD - 0 4 93 02
.39
0483
0476
0481
0493
SUITABLE ALTERNATES
- BIKF / -EINN
CRITICAL POINT - N52 01.2
W030
28.9
TIME FROM DEP - 03.53
FUEL BURN - 0 605
F/R OVER ETP - 0499
TIME FROM ETP TO ALTERNATES/ 01.
43 BASED ON SINGLE
ENG ETOPS DESCENT
FL 100
ETP /
BIKF
ETP
/
EINN
CRUISE DIST/PLUS 20NM
078
1
0811
AVG WIND COMP/FL 100
M0
8
P06
AVG TEMP/FL 100
M0 9
M05
WEIGHT AT ETP - 4474
CRITICAL FUEL CALCULATION
2ENG
1ENG
2ENG
1ENG
CRUISE / FL100 - 0342 02
.16
0345
0342
0344
0342
HOLDING/1500FT - 0029 00
.15
0029
0029
0029
0029
MISSED APPCH - 0040
0040
0040
0040
0040
APU BURN - 0006
0000
0006
0000
0006
A/ 1 ICE DRAG - 0033
0025
0033
0025
0000
ANTI-ICE - 0000
0000
0000
0000
0020
ADDL 5 PCT RES - 0019
0018
0019
0018
0018
TOTAL FUEL REQD- 0 4 69 02
.31
0457
0469
0456
0455
777 Sec. 3-1 Page 33
Flight Manual Continental Rev. H/Ol/02 #9
Explanation:
(7) CYQX SUITABLE 0249Z/0621Z
BIKF SUITABLE 0423Z/0631Z
EINN SUITABLE 0419Z/0626Z
The times listed are based on the ETD and comply with the Advisory
Circular Alternate Airport section which requires weather criteria be
considered for the period commencing one hour prior to the established
earliest time of landing, and ending one hour after the established latest
time of landing at the ETOPS Enroute Alternate Airport. See the definition
of ETOPS Alternate Suitability Time Calculations .
© CRITICAL POINT-N52 06.2 W034 15.7
The Critical Point is the point on the intended route where the one engine
inoperative diversion time at FL100 from two depicted alternates is equal.
It is not necessary for the Critical Point to always fall within the overlap of
the AO A circles. On an eastbound flight with a strong tailwind, the Critical
Point will be further to the west than on a flight with a smaller tailwind.
© TIME FROM DEP - 03.36
The total elapsed time from departure to the Critical point.
© FUEL BURN - 0567
The fuel burn from departure to the Critical point.
® F/R OVER ETP - 0537
Fuel remaining at the Critical point. This figure may be compared with the
TOTAL FUEL REQUIRED in the CRITICAL FUEL CALCULATION
Section.
© TIME FROM ETP TO ALTERNATES / 01.49 BASED ON SINGLE ENG ETOPS
DESCENT FL 100
Time based on the Single Engine Diversion speed at FL 100.
© CRUISE DIST/PLUS 20 NM 0818 1823
The most direct distance from Critical point to ETOPS Enroute Alternates
plus 20 miles for ATC and/or unplanned contingencies.
® CRITICAL FUEL CALCULATION
The following calculations are based on forecast wind conditions and
include both the engine failure scenario and the decompression scenario
from the most critical point to the Suitable ETOPS Enroute Alternate
Airport.
Sec. 3-1 Page 34 7 77
Rev. 11/01/02 #9 Continental Flight Manual
© 2ENG
Fuel required for decompression scenario. Based on immediate descent
from cruising altitude to FL 100, and diversion to a Suitable airport on two
engines.
© 1ENG
Fuel required for a engine shutdown and windmilling at the most critical
point, driftdown to FL 100, and diversion to a Suitable airport at the
approved single engine speed.
The following fuel figures are from the adjacent column representing the most
restrictive of the four scenarios considered (i.e., ETP to CYQX with 2 ENG or
1 ENG, and ETP to BIKF with 2 ENG or 1 ENG).
© CRUISE / FL100 - 0363 02.24
The time shown is the most conservative and not governing since it is based
on forecast winds, not still air. Descent to 1500 feet is also included in this
segment.
@ HOLDING/1500FT - 0029 00.15
Holding calculation over the Suitable airport at 1500 feet for 15 minutes.
@ MISSED APPCH - 0040
Fixed fuel amount for approach, missed approach and subsequent approach
and landing.
© APU - 0006
APU fuel calculation based on 425 pounds per hour including cruise,
descent and 15 minutes holding over the Suitable airport plus approach,
missed approach, subsequent approach and landing.
@ AI + ICE DRAG - 0035
AI + Ice Drag fuel is an additional fuel requirement that accounts for
Engine and Wing Anti-ice plus the accumulation of ice on unheated
surfaces. This value is only computed when icing is forecast at FL100.
Otherwise, AI +Ice Drag fuel will be given a zero fuel value.
® ANTI-ICE - 0000
The additive fuel value for use of anti-ice systems (engine and wing) is
always applied even if there is no icing forecast.
In the case where AI + Ice Drag fuel is zero (no icing forecast), the Anti-Ice
fuel penalty will be shown on the Anti-Ice line. If icing is forecast, this
penalty will be combined with the ice drag penalty and shown on the AI +
Ice Drag line. The Anti-Ice penalty is based on the total time required for
cruise, descent and 15 minutes holding plus the approach, missed
approach, and subsequent approach and landing.
777 Sec. 3-1 Page 35
Flight Manual Continental Rev. H/Ol/02 #9
(g) ADDL 5 PCT RES - 0020
An additional 5% of cruise fuel is required for wind forecasting errors.
(g) TOTAL FUEL REQD - 0493 02.39
The sum of the above reflects the most conservative of the various
calculations including forecast wind.
Jeppesen Chart / Nav Data NOTAMS and Enroute NOTAMS
Check the NOTAMS, Jeppesen Chart NOTAMS, Jeppesen Nav Data
NOTAMS, Jeppesen Enroute Section, and the Jeppesen Air Traffic Control
Section, for the Area, Country, Destination, and Alternate. Also, check the
airport Jeppesen -7 page.
Chart NOTAMS and other information included under special tabs in the
Jeppesen Manual should be reviewed prior to entering foreign airspace.
Frequently routes, frequencies, procedures, and restrictions are published in the
Chart NOTAMS, Air Traffic Control, and Enroute sections well before such
changes are reflected on the Jeppesen Maps, Approach Charts, or Area Charts.
It is essential that this information be reviewed prior to operations over these
routes.
Sec. 3-1 Page 36 777
Rev. 11/01/02 #9 Continental Flight Manual
Weather
Destination Weather
The weather at the destination need not be forecast to have landing minimums at
the estimated time of arrival if the destination alternate is forecast to be at or
above alternate minimums at the estimated time of arrival at the alternate.
Destination Alternate Requirement
At least one alternate airport must be named for the destination with the
following exceptions:
If the flight is scheduled for not more than 6 hours and for at least one hour
before and one hour after the estimated time of arrival at the destination airport,
the weather reports indicate the following:
• A ceiling of at least 1 500 feet above the lowest circling MDA, if a circling
approach is required and authorized for that airport, or
• A ceiling of at least 1500 feet above the lowest published instrument
approach minimum or 2000 feet above the airport elevation, whichever is
greater, and
• The visibility at the destination airport will be at least 3 miles, or 2 miles
more than the lowest applicable visibility minimums for the approach to be
used, whichever is greater.
When the route does not have an available alternate airport for the destination,
the reserve requirement is 2 hours of fuel at normal cruising consumption.
ETOPS Enroute Alternate Weather
The following criteria apply to ETOPS enroute alternate airports for dispatch
purposes only .
If there is any condition in the main body of the TAF or conditional phrases
(TEMPO, PROB, or BECMG) that contains a forecast that is below ETOPS
alternate weather minimums during the suitability time period, then the station
does not meet the dispatch requirements as an ETOPS alternate.
Enroute alternates are identified and listed in the Dispatch Release and the
ETOPS analysis for all cases where the planned route of flight contains a point
more than one hour flying time at the one-engine speed from an Adequate
airport. An airport will not be listed as a Suitable enroute alternate unless:
777 Sec. 3-1 Page 37
Flight Manual Continental Rev. H/Ol/02 #9
The latest available forecast weather conditions for a period commencing
one hour before the established earliest time of arrival and ending one hour
after the established latest time of arrival at that airport, equals or exceeds
the authorized weather minima (REF: Ops Spec C55) indicated as follows:
• A single Precision / Non-Precision equipped runway:
For airports with at least one operational navigational facility
providing a straight-in non-precision approach procedure, or a
straight-in precision approach procedure, or when applicable, a
circling maneuver from an instrument approach procedure; a ceiling
derived by adding 400 feet to the authorized Category I HAT or, when
applicable, the authorized HAA and a visibility derived by adding Ism
/ 1600m to the authorized Category I landing minimum may be
calculated.
• Two or More Separate Precision / Non-Precision Equipped Runways:
For airports with at least two operational navigational facilities, each
providing a straight-in non-precision approach procedure or a straight-
in precision approach procedure to different, suitable runways; a
ceiling derived by adding 200 feet to the higher Category I HAT of the
two approaches used and a visibility derived by adding Vism, I 800m to
the higher authorized Category I landing minimum of the two
approaches used may be calculated.
Note : For ETOPS alternates, opposite landing directions on a single
runway do not constitute two different runways.
Sec. 3-1 Page 38 7 77
Rev. 11/01/02 #9 Continental Flight Manual
ONE OPERA TIONAL NA VIGA TION FA CILITY
> at least one operational navigation
facility (GPS is considered a facility if
there is a GPS or RNAV approach)
regardless of the number of runways
or
> only one runway (one single runway
surface as opposed to 2 separate
surfaces) regardless of the number of
navigation facilities
and
> a straight in Precision approach (not
including PAR)
or
> a straight in Non-Precision approach
including ASR
or
> a Circling Approach from an
instrument approach (wx at least 10007
3 SM or category D minimums which
ever are higher)
to
> at least 2 suitable runways (length,
width, wt bearing, markings, lighting,
wind components, wx limitations, and
contamination/ braking considerations)
ETOPS ALTN
CEILING
requirements
Add 400' to the
tower of :
CAT I ILS
DA(H)
or
Non Precision
MDA(H)
or
Circle to Land
MDA(H)
1000' /3SM or
Cat D mins
ETOPS ALTN
VISIBILITY
requirements
Add 1SM
(1600m) to the
visibility
requirement for
the same
approach
LOWEST MINS A VAILABLE
600'
1V2SM
2400m
CHARTED MINIMUMS and ETOPS ALTN CEILING I VIS REQUIREMENTS
CHARTED
DA(H)
MDA(H)
(feet)
ETOPS
ALTN
CEILING
REQ'D
(feet)
CHARTED
VIS
(SM)
ETOPS
ALTN VIS
REQ'D
(SM)
CHARTED
VIS
(meters)
ETOPS
ALTN VIS
REQ'D
(meters)
! 000-200
600
1/2
1 1/2
800
2400
' 201-300
700
3/4
1 3/4
1200
2800
301-400
800
1
2
1600
3200
401-500
900
1 1/4
2 1/4
2000
3600
| 501-600
1000
1 1/2
2 1/2
2400
4000
601-700
1100
1 3/4
2 3/4
2800
4400
701-800
1200
2
3
3200
4800
801-900
1300
2 1/4
3 1/4
3600
5200
901-1000
1400
2 1/2
3 1/2
4000
5600
I 1001-1100
1500
2 3/4
3 3/4
4400
6000
1101-1200
1600
3
4
4800
6400
777 Sec. 3-1 Page 39
Flight Manual Continental Rev. H/Ol/02 #9
TWO OPERATIONAL NAVIGATION FACILITIES
and TWO SEPARATE SUITABLE RUNWAYS
> at least two separate operational
navigation facilities (GPS is considered
a facility if there is a GPS or RNAV
approach, but a LOC BC is not a
separate facility from the ILS) each
providing a usable approach to a
separate, suitable runway (2 separate
surfaces)
and
> a straight in Precision approach (not
including PAR)
or
> a straight in Non-Precision approach
including ASR
or
> a Circling Approach from an
instrument approach (wx at least 10007
3 SM or category D minimums which
ever are higher)
to
> at least 2 suitable runways (length,
width, wt bearing, markings, lighting,
wind components, wx limitations, and
contamination/ braking considerations)
ETOPS ALTN
CEILING
requirements
Add 200' to the
higher of the
two approaches :
CAT I ILS
DA(H)
or
Non Precision
MDA(H)
or
Circle to Land
MDA(H)
1000'/3SM or
Cat D mins
ETOPS ALTN
VISIBILITY
requirements
Add 1 / 2 SM
(800m) to the
visibility
requirement for
the higher of
the two
approaches
LOWEST MI NS A VAILABLE
400'
1SM
1600m
CHARTED MINIMUMS and ETOPS ALTN CEILING I VIS REQUIREMENTS
CHARTED
DA(H)
MDA(H)
ETOPS
ALTN
CEILING
REQ'D
CHARTED
VIS
ETOPS
ALTN VIS
REQ'D
CHARTED
VIS
ETOPS
ALTN VIS
REQ'D
(feet)
(feet)
(SM)
(SM)
(meters)
(meters)
1 000-200
1/2
800
201-300
500
3/4
1 1/4
1200
2000
301-400
600
1
1 1/2
1600
2400
j 401-500
700
1 1/4
1 3/4
2000
2800
501-600
800
1 1/2
2
2400
3200
i 601-700
900
1 3/4
2 1/4
2800
3600
701-800
1000
2
2 1/2
3200
4000
801-900
1100
2 1/4
2 3/4
3600
4400
901-1000
1200
2 1/2
3
4000
4800
1001-1100
1300
2 3/4
3 1/4
4400
5200
1101-1200
1400
3
3 1/2
4800
5600
Sec. 3-1 Page 40 777
Rev. 11/01/02 #9 Continental Flight Manual
• The landing distances required as specified in the Airplane Flight Manual
for the altitude of the airport, for the runway expected to be used, taking
into account wind conditions, runway surface conditions, and aircraft
handling characteristics, permit the aircraft to be stopped within the
landing distance available as declared by the airport authorities and
computed in accordance with FARs.
• The airport services and facilities are adequate for an approved approach
procedure for the runway.
• For the period commencing one hour before the established earliest time of
landing, and ending one hour after the established latest time of landing at
the enroute alternate, the forecast must meet any Airplane Flight Manual
crosswind, headwind, tailwind, runway condition, and braking action
limitation relative to the specific runway(s) available at the ETOPS
alternate.
Master Flight Plan
One copy of the flight plan will be identified as the master flight plan by
inscribing the word MASTER in the top margin.
• No other copy of the flight plan will be so identified. The MASTER Flight
Plan will be used to load the FMC.
• In addition to the MASTER Flight Plan, the Captain may order extra
copies of the flight plan if required by a Line Check Airman or other jump
seat occupant(s).
• In the event a new flight plan is generated, a new MASTER flight plan
must be designated and checked. The old "MASTER" flight plan should
be destroyed to prevent possible confusion.
The Captain, First Officer, and IRO (s), will confirm the following on the
Master Flight Plan:
• Master copy labeled.
• Route in the body of the flight plan matches the NAT message, ICAO strip,
North American Routes (NAR) common and non-common, domestic
routing, etc.
777 Sec. 3-1 Page 41
Flight Manual Continental Rev. H/Ol/02 #9
Plotting Chart
Course and waypoint plotting are required on all LRN segments when the crew
is unable to accurately fix the position of the aircraft using ground based
navigational aids each hour.
The First Officer or IRO should prepare the plotting chart in the weather room
and verify the route is within the designated ETOPS AOA diversion distances.
The data listed below will be transcribed from the Master Flight Plan.
The plotting chart will include, as a minimum:
• Waypoints, course lines, and waypoint labeling.
• AOA circles with identifying Suitable alternate labels.
• Critical point position with coordinates and Suitable alternate labels.
For ETOPS operations identify the assigned Suitable alternates and scribe the
75, 90, 120, 138, 180 or 207-minute arcs, as appropriate, for the flight. Use the
Jeppesen plotter or a compass for scribing the AOA. Additional arcs may have
to be added enroute if changes are made to the route of flight or ETOPS enroute
Suitable alternates are revised. The planned route must lie within the AOAs. If
it does not, a new flight plan must be obtained. If a subsequent route change
occurs, the defined arcs will help to determine if the new route is acceptable or
if different enroute Suitable alternates should be selected.
The waypoints should be plotted and labeled identically to the Master Flight
Plan. Course lines are then drawn between the waypoints. If the route or
waypoints are preprinted on the Plotting Chart, check their accuracy with
current Jeppesen navigation charts.
The following example illustrates how the mandatory items appear on the
plotting chart prior to leaving the weather room.
Sec. 3-1 Page 42 777
Rev. 11/01/02 #9 Continental Flight Manual
INTENTIONALLY LEFT BLANK
777 Sec. 3-1 Page 43
Flight Manual Continental Rev. H/Ol/02 #9
7773-123
Sec. 3-1 Page 44 777
Rev. 11/01/02 #9 Continental Flight Manual
INTENTIONALLY LEFT BLANK
777 Sec. 3-1 Page 45
Flight Manual Continental Rev. H/Ol/02 #9
AIRCRAFT PROCEDURES
FLIGHT DECK PREPARATION
Preflight - Aircraft
Check the maintenance logbook to verify ETOPS pre-departure check is
complete and that any MEL items are compatible with the flight release and
designated AOA, recalling that certain MEL items can restrict the AOA
time/distance. It is also prudent to check the amount of engine oil added on the
previous flight.
ETOPS Pre-Departure Check
An ETOPS pre-departure check has been developed to confirm the status of the
aircraft and that certain critical items are acceptable. This check is
accomplished and signed off by an ETOPS qualified maintenance person within
three hours of scheduled departure time. Continental maintenance is
responsible for verifying the 3 hour time frame. There is no mechanism for the
flight crew to verify the signoff time other than confirming with maintenance via
radio.
Any air return, regardless of the reason, requires another ETOPS pre-
departure check. Any ground return or ground interruption that occurs for
mechanical reasons requires another ETOPS pre-departure check. A ground or
gate return for other than mechanical reasons does not require a new pre-
departure check.
Navigation Kit
Ensure that the navigation kit is on board the aircraft. The contents should be
inventoried to verify the appropriate charts are on board. If any charts are
missing, they may be obtained from Dispatch via fax. If any charts are missing,
a logbook entry should be accomplished upon arrival in KEWR or KIAH.
Sec. 3-1 Page 46 7 77
Rev. 11/01/02 #9 Continental Flight Manual
Loading the Route
The First Officer will uplink or manually program the FMC, and independently
verify the CDU ROUTE and all wavpoints on CDU LEGS pages match with
the Master Flight Plan (airways, waypoints).
WARNING : Waypoint loading will be done independently. Do not load the
flight plan by reading coordinates to each other. It is imperative
that only one pilot load the flight plan into the CDU.
1L
ID
VIA
DIRECT
DIRECT
DIRECT
DIRECT
DIRECT
<RTE 2
RTE 1
2/3
TO
MERIT
HFD
PUT
BOS
BRADD
ACTIVATE >
OS
_4Rj
5R
7773-111
Note : During the verification procedure it is recommended that the ND be
placed in the plan mode. The crew will receive a visual representation
of the route loaded in the CDU.
777 Sec. 3-1 Page 47
Flight Manual Continental Rev. H/Ol/02 #9
Latitude / Longitude Waypoints
There are several different ways to load Oceanic or NAT Track Waypoints.
The easiest and safest way to load them is to see how they are displayed in the
body of the flight plan. It should be possible to load the waypoints in the FMC
exactly as they are displayed in the flight plan. The following represent some of
the different waypoint entry techniques.
Latitude / Longitude (Lat/Lon) Waypoints are pilot-entered or FMC-created
waypoints defined by a specific geographic (latitude / longitude) location.
Lat/Lon waypoint entries are of the form "axxbxxx" or "axxxx.xbxxxxx.x,"
where "a" is the "N" or "S" latitude designator, "b" is "E" or "W" longitude
designator, and "xx..." is the degrees or degrees / minutes (with tenths). The
degrees portion must be a two or three-digit value for the latitude and longitude,
respectively. If minutes are entered, they must also contain tenths of minutes.
For example, a waypoint at N52°10.8' latitude and E001°05.1' longitude would
be entered as "N5210.8E00105.1," but a position at N49°00.0' and
W050°00.0', could be entered as "N49W050."
Lat/Lon waypoints are displayed as "axxbxxx" where "a" is "N" or "S"
designator, "b" is "E" or "W" designator, and xx or xxx is the whole degree
portion of the waypoint (truncated). This could possibly result in different
waypoints with the same identifier, but the FMC recognizes the Lat/Lon
waypoints by exact position. Scratchpad selected Lat/Lon waypoints are
displayed in expanded form (degrees / minutes / tenths of minutes).
It may be necessary to load a coded waypoint to facilitate using a "UN" route to
the initial coast out fix of Europe or Ireland. To codify whole degree waypoints
using the five character designator stored in the FMC database use "N" for
North Latitude / West Longitude, "E" for North Latitude / East Longitude, "S"
for South Latitude / East Longitude, and "W" for South Latitude / West
Longitude. Construct the identifier using two digits each for the degrees of
latitude and longitude respectively. Always specify the latitude digits first. If
the longitude value contains three digits (i.e., 120), use only the last two digits
(i.e., 20).
Sec. 3-1 Page 48
Rev. 11/01/02 #9
Continental
111
Flight Manual
Place the letter designator in the identifier as the fifth character if the longitude
value is less than 100 degrees, or place the letter as the third character if the
longitude value is 100 degrees or more. This, in effect, has the letter replacing
the first "1" in the longitude value. The following examples illustrate the coding
procedures just described:
North Lat / West Long
N52W015 = 5215N
N07W008 = 0708N
N75W170 = 75N70
N08W130 = 08N30
North Lat / East Long
N50E020 = 5020E
N08E008 = 0808E
N75E150 = 75E50
N06E110 = 06E10
South Lat / West Long
S52W075 = 5275W
S07W008 = 0708W
S76W160 = 76W60
S07W120 = 07W20
Coded waypoints can be used in the FIX page.
South Lat / East Long
S50E020 = 5020S
S06E008 = 0608S
S76E160 = 76S60
S06E110 = 06S10
For the fixed routes in the Pacific, each waypoint has a five-letter identifier.
Although the waypoint could be placed in the FMC by entering it's complete
latitude and longitude, the most efficient method would be to enter the five-letter
identifier that matches the flight plan. This will also provide a ready reference
to the identity of the waypoint rather than WPXX if the Lat/Lon were used.
The actual position of the waypoint can always be verified by entering the
identifier on the REF NAV DATA page of the FMS.
For all random routes, as well as the variable track system in the Atlantic, a
similar system of five character identifiers is available even though they are not
illustrated on the orientation chart.
Note : Do not load C-EEP, Critical Point, or C-EXP coordinates as
waypoints on the ACT RTE 1 LEGs pages. This will only add
confusing information to the POSITION REPORT page and create
erroneous ADS reports.
C-EEP/C-EXP should be displayed by placing the appropriate ETOPS
enroute alternate airport (as identified on the flight plan) 4 letter ICAO
identifiers on FIX page 1 and 2, with a "/453" to graphically display
their relationship with the active route.
777 Sec. 3-1 Page 49
Flight Manual Continental Rev. H/Ol/02 #9
Late Route Change
If last minute route changes occur, it is more important to load and properly
verify the first few waypoints than to rush through the entire loading procedure.
Rushing would jeopardize the accuracy of the verification procedure.
Additional waypoints can be loaded and properly confirmed when time permits.
For example, a flight originating in London Gatwick for Houston via 55N/10W,
etc., is rerouted via 56N/10W, etc. In this case, it would only be necessary to
load and verify "N56W010" prior to departure. Load and verify the remainder
of the new clearance when the workload permits.
Loading Route 2
Although there are a number of ways to load RTE 2 (RTE COPY, etc.), it must
include the following as a minimum:
• 1 st ETOPS Enroute Alternate Airport
• Critical Point between 1st and 2nd ETOPS Alternate Airports
• 2nd ETOPS Enroute Alternate Airport
• Critical Point Between 2nd and 3rd ETOPS Alternate Airports
• 3rd ETOPS Enroute Alternate (and same format if more than 3)
• Discontinuity
• Escape route (if required)
• Destination Airport (Optional)
• Destination Alternate Airport with anticipated routing from destination
(Optional).
Sec. 3-1 Page 50 777
Rev. 11/01/02 #9 Continental Flight Manual
A typical example might look like this:
RTE 2
1 /
VI A
TO
CD
C Y HZ
rm
CUD
do
QD
CUD
f2L~l Dl RECT
HTl D I RECT
(ID D I RECT
QD D I RECT
I6L I <RTE 1
ACT I V AT E >
N5 1W026
N49W043
EGPK
LPLA
J
7773-17
Escape Routes
If the flight is over or near high terrain, then the appropriate depressurization
escape routes should be loaded into RTE 2. These escape routes are used for
diversion airports associated with mountainous terrain that would not normally
permit descent to 10,000 MSL. These routes are found in the Jeppesen -7
pages and can be programmed in RTE 2 using the appropriate waypoints and
airways. In addition, by creating a discontinuity between each of the decision
points, aircraft present position and relationship of the escape route can be
graphically shown on the EFIS map. Suggested loading is as follows:
• Waypoint defining one end of the FIRST escape route / airway
• Specific airway / route in the VIA column
• Waypoint defining the other end of the FIRST escape route / airway
• Discontinuity
• Waypoint defining one end of the SECOND escape route / airway
• Specific airway / route in the VIA column
• Waypoint defining the other end of the SECOND escape route / airway
• Discontinuity
• Additional escape routes in the same format
• Discontinuity
• Destination (Optional)
• Alternate Airport with anticipated routing from destination (Optional).
Ill
Flight Manual
Continental
Sec. 3-1 Page 51
Rev. 11/01/02 #9
A typical example (Rio Negro, Taboga Island, NENER, and Cali) might look
like this:
QD
QD
GD
QD
QD
VI A
A323
D I RECT
W3
< RTE 1
TO
RNG
TBG
□ □□□
NENER
C LO
ACT I V AT E >
QE)
QED
□ED
Qr]
7773-18
Additionally, there may be particular airports where the engine-out departure or
missed approach procedure would dictate the loading of a special escape route
or alternate route.
To view Route 2 simply select the RTE 2 prompt (6L) on the ACT RTE 1 page.
A blue dashed line and additional white waypoints appears on the respective
ND. This allows viewing of critical points, the alternate airports, or the
depressurization escape routes overlaying the ACT RTE 1 segment of the flight
plan.
Caution : Do not activate or execute RTE 2 unless you intend to actually fly
Route 2.
Sec. 3-1 Page 52 777
Rev. 11/01/02 #9 Continental Flight Manual
Waypoint Loading Verification
The following procedures are comprehensive. The objective is to identify and
eliminate errors. It is imperative to use all available resources to confirm the
following agree.
• Continental Flight Plan
• ICAO Flight Plan (strip)
• NAT Track Message
• Airway NOTAMS
• FMC/NAV Data
• PDC/Clearance
Prior to coordinating with the First Officer, the Captain will also verify the CDU
ROUTE and all waypoints on CDU LEGS pages match with the Master Flight
Plan (airways, waypoints). This is intended as an independent verification.
Caution : It is important to check that all FMC waypoints agree with the
MFP. Uplinks are received as a route with airway designators
(such as LIT J 180 DAS). The FMC searches its airway database
and fills in the individual waypoints along the uplinked route .
Airways are routinely modified / changed by NOTAM. Once
dispatch receives a change, the flight planning computer is
updated to reflect the current NOTAMS. To the contrary, the
FMC database is only updated every 28 days. If discrepancies are
found, check with Dispatch or ATC for the proper routing.
Once the independent verification described above is complete, the First
Officer, working in coordination with the Captain, will use the plan/step mode
and FMC LEGS PAGES, and read aloud only the necessary waypoints (see
below) to the Captain.
777 Sec. 3-1 Page 53
Flight Manual Continental Rev. H/Ol/02 #9
The Captain, using the Master Flight Plan, will:
• Circle the waypoint (as required) and respond, "CHECKED."
- It is only necessary to circle the waypoints for the portion of the flight
that is:
- Not in radar contact and not receiving continuous FMC radio
updating using ground based navigation aids at least once each
hour, or
- Anytime in Russian airspace (even with radar coverage) without
continuous FMC radio updating.
Once the PDC/ATC clearance is received, the Captain and the First Officer will
verify that the FMC route agrees with the PDC/ATC clearance.
Note : If the PDC/ATC Clearance involves rerouting, the verification
procedure described above must be re-accomplished.
The FMS total enroute distance will be checked on the PROGRESS page for
agreement with the flight plan (typically within a few miles depending upon the
particular departure and arrival programmed).
CYMON U49 43.0 B055 00.0 44 52 00 617 02.02 1.14 0175
37 074 073 053 052 26016 P014 496 500 2102 04.13 0752
EMNG WGT- 4727 ISA- P04 KIAS- 274 MACH- .839
TO51H050
U51 00.0 W050 00.0
44
52 00
207
02.26
0.
24
0056
3
f 091 090 068 066 27034
P030
486 516
1895
03.49
0696
NnsjNG wg>
4671 ISA- P04 KIAS-
274
MACH- .8
40
H«2WO4 0
N52 00.0 W04O 00.0
43
53 01
379
03.11
0.
45
0101
1? 102 097 081 075 32056
P023
486 509
1516
03.04
0595
4 57 0 ISA- P04 KIAS-
274
MACH- .8
40
/M52M030
W52 00.0 W030 00.0
37
SO 04
371
03.55
0.
44
0101
3
J 108 100 090 081 35081
P014
488 502
1145
02.20
0494
NajNG WSJ
4469 ISA- P06 KIAS-
274
MACH- .840
/fo2W020
US2 00.0 W020 00.0
32
47 04
370
04.37
0.
42
0094
3
1 104 105 090 091 26039
P039
492 531
0775
01.38
0400
N^NGWGJ
4 37 5 ISA- P09 KIAS-
274
MACH- .840
N52 00.0 W015 00.0
35
54 03
186
04.58
0.
21
004 5
h 100 103 090 093 25055
P050
484 534
0589
01.17
0355
4 330 ISA- P02 KIAS-
274
MACH- ,840
DOL1P
N52 00.0 W012 00.0
36
56 01
111
05.11
0.
13
0028
37 098 101 090 092 24045
P040
483 523
0476
01.04
0327
RMHG WGT
4302 ISA- P01 KIAS-
274
MACH- .8
40
ALTITUDE
CHMSGE TO Fl 390 - 0000
MILES / 00. OC
MINUTES AFTER -
DOLIP
Sec. 3-1 Page 54 777
Rev. 11/01/02 #9 Continental Flight Manual
Predeparture Accuracy Check
This check is accomplished on the ground to confirm that the
ADIRU/FMC/CDU units are loaded and operating properly. In order to check
the accuracy of the position, compare your known present position (gate or
ramp position) to the FMC (GPS) position by performing the Pre-Departure
Accuracy Check.
Note : The example portrays a KEWR Gate 106 departure.
• Record the departure gate number and (Jeppesen) charted gate / ramp
coordinates in the PREDEPARTURE ACCURACY CHECK box on the
plotting chart.
• After ADIRU alignment, record the FMC position (from POS REF 2/3) on
the plotting chart.
• Select the (6R) brg/dist key and record the A distance between the FMC
position and the rNERTIAL position on the plotting chart. If this distance
is greater than .3NM further investigation is required to resolve the position
discrepancy.
I?
rnn
ran
rjg
ran
rsLi
rsTi
POS REF 2/3
FMC (GPS) UPDATE
N40°41 .8 W074°1 0.6 ARMED
INERTIAL INERTIAL
N40°41 .8 W074°1 0.6 NOW>
GPS GPS
N40°41 .8 W074°1 0.6 NOW>
RADIO RADIO
N40°41 .8 W074°1 0.6 NOW>
RNP/ACTUAL DME DME
1 .00/0.1 0
<INDEX
B RG / D I ST>
1R |
rfRi
xm
m\
rsRi
r§Ri
7773-113
777 Sec. 3-1 Page 55
Flight Manual Continental Rev. H/Ol/02 #9
HF Preflight Check
A reception-only check of the HF radios should be accomplished prior to
departure. This is most easily accomplished by selecting and listening to WWV
for a GMT transmission signal on frequencies of 5000, 10000, 15000, or BBC
Europe 12095 Hz.
Note : If the tuning tone plus HF receptions from other aircraft or WWV
broadcasts are audible, the flight may proceed provided enroute HF
radio and SELCAL checks are successful prior to transoceanic entry.
WARNING : Do not perform a HF transmissions check if refueling is in
progress or any other aircraft in close proximity.
Documents Check
Prior to pushback, the Captain will ensure that the following additional
documents are on board:
• Fuel Slip
• Armed Passenger Form (if required)
• Live Animal Form (if required)
• Hazardous Material Form (if required)
• Pre-departure Clearance (PDC) (if available)
• Accuload or Pilot Weight Manifest
• General Declaration (CAL Form FS 561 as required).
• Customs documentation as required.
Sec. 3-1 Page 56 777
Rev. 11/01/02 #9 Continental Flight Manual
FMC RESERVE Fuel and Wind Entries
For all flights, both international and domestic, the RESERVES (4L) fuel entry
on the PERF INIT page should include the alternate fuel from the flight plan
(ALTO), plus 10,000 lbs. International reserve, CONT- Contingency, ETOPS
Add, and Extra Fuel are not included to avoid an erroneous insufficient fuel
message while loading of the FMC.
Note : The FMC RESERVE fuel entry (4L) should normally reflect fuel burn
to the alternate (ALTN) plus 10,000 pounds. However, the crew may
elect to modify the 10,000 pounds value as required.
FMC fuel predictions, which include fuel over destination on the Progress Page,
hold fuel remaining, and the FMC message insufficient fuel are reliable only
if:
• Forecast winds have been uplinked or manually loaded for the entire route
on the ACT WIND pages
• Forecast winds have been loaded for the descent on the DESCENT
FORECAST page. These winds are not normally uplinked until 30
minutes after departure and only have a small effect if they are not loaded.
• The flight plan speed / mach number has been selected on the CRZ page.
Note : Continental flight plans are specifically tailored to the assigned ship
number and include a "CRZ ADJUST" factor for the individual
aircraft that accounts for DRAG / FF differences. It is important to
cross check the FMC combined DRAG/FF values to ensure their sum
is within 0.3 of the flight plan value.
777 Sec. 3-1 Page 57
Flight Manual Continental Rev. H/Ol/02 #9
BEFORE TAKEOFF
Check Proper Runway
The FMC will allow entry of RWY/POS (4L) on the TAKEOFF REF page.
Any runway existing at the active origin airport may be entered followed by a
slash and a position shift (the distance in feet indicated by FT) that the aircraft is
past the runway threshold or a runway intersection for a position update at
takeoff.
Caution : The proper runway and position on the runway must be verified
with the Accuload prior to takeoff. On the ground, the FMC
calculates present position based on ADIRU and/or the GPS data.
If GPS NAV is on, the TO/GA update is inhibited. GPS NAV
on/off selection is on POS REF page 3/3. Not only will the
programmed runway be displayed; the SID (if chosen) associated
with that runway will also be activated.
If GPS NAV is off, the FMC updates position to the takeoff runway threshold
when a to/ga switch is pushed. The runway data is on the TAKEOFF REF
page. When an intersection takeoff is made, the intersection displacement
distance from the runway threshold must be entered on the TAKEOFF REF
page.
ICAO Noise Abatement Climb
Many airports in foreign countries specify the use of ICAO noise abatement
takeoff profiles, which are detailed in the Normal Procedures section of the
Flight Manual. The required profile may be listed on an Airport Noise
Abatement Procedure Page, (Continental 10-4 or 10-7). If the country
designates no specific procedure, use the FMC default values displayed on
TAKEOFF REF 2/2 or the crew should select a climb profile determined to be
operationally efficient.
Note : FMC TAKEOFF REF page 2/2 displays supplementary takeoff data.
Adjustments to the default values (if required) should be made.
Sec. 3-1 Page 58 777
Rev. 11/01/02 #9 Continental Flight Manual
Altimeter Setting Terminology
QNH The normal setting as used in the U.S. When set to QNH, the altimeter
will read field elevation above MSL with the aircraft on the ground.
The term also refers to "altitude" rather than "flight level."
QNE Term refers to the "flight level" standard setting of 29.92" HG ( 1 0 1 3
hPa), used primarily for high altitude vertical separation.
QFE Term is used to represent the actual atmospheric pressure at the level
of the aerodrome or runway threshold. In-flight, when set to a QFE
value, the altimeter will indicate height above the aerodrome level or
runway threshold level. A QFE setting is sometimes used during the
approach and landing at an aerodrome. Altimeter settings within the
airspace of Russia are referenced to QFE.
Caution : A QFE altitude reference for the primary flight displays
must be selected in the FMC system whenever QFE is
used, instead of QNH (on the APPROACH REF page).
Caution : The use of LNAV with QFE active is prohibited with any
altitude constrained conditional waypoint.
Caution : The use of VNAV with QFE active below the Transition
Level is prohibited .
Transition Altitude or Level
Approach and departure procedures at many airports outside of the U.S. will
specify a "Transition Altitude" and/or a "Transition Level." These terms refer
to altitudes where the altimeter will be referenced to local barometric pressure
or to 29.92" hg (1013 hPa/millibars).
A Transition Altitude is the altitude at or below which the vertical position of an
aircraft is controlled by reference to altitudes or feet above Mean Sea Level
(QNH). Clearance to maintain an altitude at or below the Transition Altitude
can be confirmed by listening for clearance terminology that refers to an altitude
thousands of feet, i.e., "Cleared to maintain nine thousand feet."
A Transition Level is the lowest flight level available for use above Transition
Altitude, where the vertical position of an aircraft is controlled by reference to
standard 29.92" hg (QNE). Clearance to maintain a QNE standard altitude
above the Transition Altitude can be confirmed by listening for clearance
terminology that refers to "Flight Level Niner Zero", which is 9000 feet
indicated with the altimeter reset to standard setting.
777 Sec. 3-1 Page 59
Flight Manual Continental Rev. H/Ol/02 #9
Transition Layer
The Transition Layer is the airspace between the Transition Altitude and the
Transition Level. Aircraft descending through the transition layer will use
altimeters set to local station pressure, while aircraft climbing through the layer
will be using a standard QNE setting (29.92" hg).
Transition Level
Transition Altitude
VJli'J JJu?±
Sec. 3-1 Page 60 777
Rev. 11/01/02 #9 Continental Flight Manual
ENROUTE PRIOR TO COASTOUT
Although the terms COAST OUT and COAST IN are used to denote typical
oceanic ETOPS operations, there are times when entry into ETOPS operations
is not associated with a water coast line, such as NCA routes from KEWR to
RJAA, which have an ETOPS entry point in northern Canada. Remember,
ETOPS entry is defined by the Advisory Circular 120-42A as one hour from an
Adequate airport. Thus, the checks and procedures associated with COAST
OUT and COAST IN should be accomplished at appropriate times depending
upon the specific route, the time and location of ETOPS entry, loss of ground
base navaids, loss of VHF communication, necessity for procuring the oceanic
clearance, time to accomplish the arrival procedures, etc. Attention to detail
and good judgement govern the exact time and place to accomplish many of
these procedures.
Radio Communications
At the Captain's discretion, the IRO may be asked to assist with some of the
radio communications to help relieve the PM during times of increased
communication traffic. Due to the type and extent of overwater radio
communications, the tendency for both pilots to get involved in two-way radio
communications should be resisted. The PF, however, should monitor all radio
communications.
The Captain and one other crewmember must monitor all oceanic clearances.
The clearances should be copied on the Master Flight Plan or a copy of the data
uplink should be retained.
ADS Log On
Accomplish an ADS LOGON, if required, using the ATC LOGON/STATUS
page. This should be accomplished 15-45 minutes prior to entry into ADS
airspace . ADS airspace is defined as the Oceanic FIR boundary. The 4 letter
FIR boundary identifier that is entered on the ATC LOGON/STATUS page can
be found on the appropriate orientation chart or plotting chart. Verify ADS
connection has been established by reference to the ADS page under the
MANAGER menu.
For a detailed description of ADS procedures see Datalink Communications in
this section.
777 Sec. 3-1 Page 61
Flight Manual Continental Rev. H/Ol/02 #9
Oceanic Clearance
The crew may obtain the oceanic clearance by voice communications or data
link depending upon the particular route being flown. Frequencies and
procedures for oceanic clearances are presented on the appropriate Atlantic /
Pacific Orientation charts (H/L) 1& 2, as well as Jeppesen Enroute pages.
Often the Jeppesen -7 pages for the departure airport contain oceanic
information.
For a detailed description of Gander and Shanwick Oceanic clearance
procedures, see Datalink Communications in this section.
Note : It is the crew's responsibility to obtain the oceanic clearance. The
Captain should plan to be on the flight deck to monitor receipt of the
oceanic clearance and confirm the FMC is properly programmed .
North Atlantic Track Changes
Should the crew receive a reroute other than that originally flight planned,
special caution should be exercised to ensure that the assigned track and the
associated landfall and domestic standard routings are fully understood and
correctly programmed into the FMC using the waypoint verification procedures
described earlier. Normally in the North Atlantic Track system, ATC will make
every effort to assign the requested track. Occasionally the number of aircraft
planned through a particular track will exceed the capacity of the associated
route and it will be necessary for ATC to reroute some aircraft via alternate
routes. If the flight is rerouted via an OCA exit point different to that filed in the
flight plan, then the flight must follow the standard route associated with its new
OCA exit point. When this occurs ATC will normally assign the optional route
filed in the ICAO flight plan. The optional track information is located
immediately below the main body of the flight plan in the section titled
"OPTIONAL ALTITUDE/TRACK" If the oceanic clearance received is for the
optional track filed in the ICAO strip the crew should refer to and use the
"OPTIONAL ALTITUDE/TRACK" section to ensure the FMC is properly
programmed with the correct oceanic and domestic standard routing. In
addition, the "OPTIONAL ALTITUDE/TRACK" contains the CRITICAL
POINT(s) information necessary for that route.
As always any questions concerning the clearance or standard routing should be
resolved with ATC.
Sec. 3-1 Page 62 777
Rev. 11/01/02 #9 Continental Flight Manual
The "OPTIONAL ALTITUDE/TRACK" section is included in the body of the
flight plan only when flying the North Atlantic Track System (NATS) .
The following is an example flight plan containing the "OPTIONAL
ALTITUDE/TRACK" information:
________ -OPTIONAL ALTITUDE /TRACK- --------------
© OPTIONAL ALTITUDE - NAT Y FL 360 RC 9751 PLAN 0102
© TIME 06.13 BO 0884 DIST 3084 CRZ M84 PYLD 0750 SC 4
KEWR. .MERIT. . HFD . .PUT. .BOS. . TUSKY . N91B . CYMON . NATY . DOLIP . UN52 3 . CRK .
UR37 . EXMOR. UR14 . GIBSO . WILLI D . EGKK
® OPTIONAL TRACK - NAT X FL 370 RC 9751 PLAN 0103
TIME 06.16 B/O 0877 DIST 3089 CRZ M84 PYLD 0750 SC 4
KEWR. .MERIT. .HFD. .PUT. .WITCH. . ALLEX . Nl 0 7B . DOTTY . NATX . BURAK . UN5 3 3 . CRK .
UR37 .EXMOR. UR1 4 .GIBSO. WILL1D. EGKK
©
TO
LAT. .
. LONG
TRP
OA
S
DIST
ACTM
TM RETA FUEL
FREQ
FL M/C
M/H T/C
T/H WIND
COMP
TAS
G/S
DRMG
TRMG
ETA ATA FRMG
DOTTY
N50 38
.0 W055
35.0
45
52
00
595
02
02
1
11
0168
37 072
071 051
050 27019
P016
486
502
2105
04
14
0736
N52W050
N52 00
.0 W050
00.0
44
52
00
226
02
28
0
26
0060
37 092
090 069
067 27039
P035
486
521
1879
03
48
0676
N53W040
N53 00
.0 W040
00.0
43
53
01
371
03
12
0
44
0098
37 103
097 081
075 32058
P027
486
513
1508
03
04
0578
N53W030
N53 00
.0 W030
00.0
37
50
04
362
03
55
0
43
0100
37 109
100 090
081 34084
P015
488
503
1146
02
21
0478
N53W020
N53 00
.0 W020
00.0
32
45
03
362
04
36
0
41
0092
39 104
104 090
090 28028
P028
494
522
0784
01
40
0386
MALOT
N53 00
.0 W015
00.0
34
52
03
182
04
57
0
21
0045
39 101
104 090
093 24048
P040
487
527
0602
01
19
0341
BURAK
N53 00
.0 W012
00.0
36
55
01
108
05
10
0
13
0026
39 099
102 090
093 24046
P039
483
522
0494
01
06
0315
NAT X
CRITICAL
POINT-
N53 06
2 W035 30
9
CRITICAL
POINT-
N53 03
2 W028 31
6
Explanation:
© OPTIONAL ALTITUDE - NAT Y FL 360 RC 9751 PLAN 0102
Optional altitude fl 360, for current track nat y. Normally 1000 ft below
filed track altitude. Also found in remarks of the ICAO strip:
DAT/VS COM/TCAS RMK/ADS AGCS 02 . Y360 03.X370)
© TIME 06.13 BO 0884 DIST 3084 CRZ M84 PYLD 0750 SC 4
Flight time o 6 . 1 3 , fuel burnoff 0 8 84, and distance 3 o 8 4 , at the optional
altitude.
777 Sec. 3-1 Page 63
Flight Manual Continental Rev. H/Ol/02 #9
(D OPTIONAL TRACK - NAT X FL 370 RC 9751 PLAN 0103
TIME 06.16 B/O 0877 DIST 3089 CRZ M84 PYLD 0750 SC 4
KEWR. .MERIT. . HFD . .PUT. .WITCH. .ALLEX . N107B . DOTTY . NATX . BURAK. UN533 . CRK.
UR37 . EXMOR . UR14 . GIBSO . WILLI D . EGKK
Altitude fl 370, flight time 06.16, fuel burn off 0877, and distance 30789
for new track. The optional track is normally a track adjacent to the
original track. The route description is from departure to destination
(including the "Preferred Route" from the new NAT track to destination).
Also found in remarks of the ICAO strip:
DAT/VS COM/TCAS RMK/ADS AGCS 02.Y360 03 .X370)
FREQ FL M/C M/H T/C T/H WIND COMP TAS G/S DRMG TRMG ETA ATA FRMG
DOTTY
N50 38
.0 W055
35.
0
45
52
00
595
02
02
1
11
0168
37 072
071 051
050
27019
P016
486
502
2105
04
14
0736
N52W050
N52 00
.0 W050
00.
0
44
52
00
226
02
28
0
26
0060
37 092
090 069
067
27039
P035
486
521
1879
03
48
0676
N53W040
N53 00
.0 W040
00.
0
43
53
01
371
03
12
0
44
0098
37 103
097 081
075
32058
P027
486
513
1508
03
04
0578
N53W030
N53 00
.0 W030
00.
0
37
50
04
362
03
55
0
43
0100
37 109
100 090
081
34084
P015
488
503
1146
02
21
0478
N53W020
N53 00
.0 W020
00.
0
32
45
03
362
04
36
0
41
0092
39 104
104 090
090
28028
P028
494
522
0784
01
40
0386
MALOT
N53 00
.0 W015
00.
0
34
52
03
182
04
5 7
0
21
0045
39 101
104 090
093
24048
P040
487
527
0602
01
19
0341
BURAK
N53 00
.0 W012
00.
0
36
55
01
108
05
10
0
13
0026
39 099
102 090
093
24046
P039
483
522
0494
01
06
0315
NAT X
CRITICAL POINT- N53 06.2 W035 30.9
CRITICAL POINT- N53 03.2 W028 31.6
The NAT track portion of the flight plan is included. This provides the
crew with the necessary information to load and verify the FMC and
accomplish waypoint passage procedures. Note that the CRITICAL
POINT information is also included for loading route 2.
Once the Captain and First Officer have copied / received the new clearance, it
should be cross-referenced with the track message.
Once the crew agrees on the clearance content, the waypoint information is
manually inserted into the FMC using the waypoint loading and verification
procedures described in this section. If the track assigned by ATC, is the
Optional Track filed in the ICAO flight plan, then the crew, using the
OPTIONAL ALTITUDE/TRACK section of the flight plan, has all the
necessary information to accomplish the waypoint loading and waypoint
verification procedures and Enroute ETOPS procedures.
Ensure the new track is plotted on the plotting chart and cross-referenced with
the FMC, NAT track message, and clearance for agreement.
Sec. 3-1 Page 64 777
Rev. 11/01/02 #9 Continental Flight Manual
When a reroute is received, use all available means to contact and inform the
Dispatcher of the new route flown. The OPTIONAL ALTITUDE/TRACK
section of the North Atlantic flight plan contains the necessary CRITICAL
POINT information for the optional track should it be assigned. However, if the
track assigned is different than that provided in the OPTIONAL
ALTITUDE/TRACK section of the flight plan then, it will be necessary to
obtain the necessary flight plan information from the Dispatcher.
Another alternative for calculating the new CRITICAL POINT on the plotting
chart as follows:
1 . Draw a line between the two enroute ETOPS alternate airports from which
the CRITICAL POINT is calculated. In the example that follows, this will
be done twice, once between CYQX to BIKF and again between BIKF to
EINN.
2. From that line draw a perpendicular line that passes through the
appropriate CRITICAL POINT. In this example, line A-B for CYQX to
BIKF and line C-D for BIKF to EINN.
3 . Extend the perpendicular line(s) through each of the other tracks.
4. The point at which the perpendicular line intersects each track is the
approximate CRITICAL POINT for that track.
7773-20
777 Sec. 3-1 Page 65
Flight Manual Continental Rev. H/Ol/02 #9
ETOPS / LRN Route Policies
Any random route assigned by ATC may be accepted when using the 120, 138,
180 or 207-minute rules (207-North Pacific only). This is normally
accomplished by data link from Dispatch to the flight and acknowledged by the
crew.
North Atlantic
North Atlantic oceanic flights receive clearances while airborne (this may occur
by datalink or radio VHF/HF contact), except for Shannon departures. (See
SNN AIRPORT Page 10-10 for SNN procedures.) North Atlantic track
clearance procedures are explained in detail on Atlantic Orientation Chart (H/L)
1 & 2. Current NAT clearance procedures are displayed on Enroute and
Atlantic Orientation Charts and should be reviewed by the flight crew.
Note : It is the crew's responsibility to obtain the oceanic clearance.
Even though a 120, 138, or 180 ETOPS flight plan may not require a mid
Atlantic alternate, whenever Keflavik, Iceland (BIKF/KEF) or Lajes, Azores
(LPLA/TER) is forecast to be at or above alternate minimums, one or the other
is often listed as an ETOPS alternate. This will often provide a closer alternate
in the event of a diversion near the midpoint. Weather and NOTAMS should be
provided for both of these airports regardless of their status on all North
Atlantic flights.
In the event of a route change, crewmembers must be alert for the possibility
that the flight plan routing may not match the published North American Routes
(NAR) associated with the new clearance. Additionally, it is the crew's
responsibility to confirm with ATC that the clearance matches both the
NAR common and the non-common routing (if published) from the
inbound gateway to destination. The terminology "cleared as filed" may not
include a proper match with the correct NAR, and crews are cautioned to
double check when issued a clearance using this phrase in connection with a
North American Route. Provide ATC with a full route readback if there is any
question.
Westbound aircraft entering Canadian Domestic Airspace from the Gander
OCA and experiencing a communications failure while operating in accordance
with an oceanic clearance not consistent with the flight plan route shall, at the
termination of the cleared oceanic route (landfall); proceed directly to the next
subsequent compulsory reporting point contained within the flight plan route
which is beyond the flight plan landfall fix; and proceed on the flight plan route
at the last assigned altitude or MEA, whichever is higher. (See Jeppesen
ENROUTE Section.)
Sec. 3-1 Page 66 7 77
Rev. 11/01/02 #9 Continental Flight Manual
If pilots have not received their oceanic clearance prior to reaching the
Shanwick OCA boundary, they must contact domestic ATC and request
instructions to enable them to remain clear of oceanic airspace while awaiting
such clearance.
This is not the case for other NAT OCAs into which a flight may enter while
awaiting receipt of a delayed oceanic clearance. Pilots should always endeavor
to obtain the oceanic clearance prior to entering these other NAT OCAs.
However, if any difficulty is encountered, the pilot should not hold while
awaiting clearance unless so directed by ATC.
When departing Europe on random routes, which lie south of the organized
track system, Shanwick Oceanic will issue a clearance to the destination airport.
However, their clearance authority does not extend to route segments which lie
south of 36°N. Crewmembers must request confirmation of that portion of the
route beyond 36°N through New York ARINC as part of the position report
upon entering the New York Oceanic Control Area. In the event the crew is
unable to obtain clearance past 36°N, the flight is NOT expected to hold. In
that case, continue on the flight planned route and continue attempts to contact
New York ARINC. The crew should also broadcast their intentions on 121.5.
On Eastbound flights to SNN, the route of flight is usually planned to exit the
track at 15°W. If the clearance from Gander reads otherwise, specifically
request clearance for the flight planned route as part of the position report at
20°W.
European routings use a system similar to the NAR routes. (See Jeppesen
ENROUTE Section.) Clearances may be received utilizing terminology,
"CLEARED STANDARD ROUTING" or "CLEARED PREFERRED
ROUTING." There are currently no official written definitions pertaining to the
exact meaning when these terms are used, only interpretations provided by local
ATC authorities. Therefore, caution is advised when such terminology is
utilized.
It is the pilot's responsibility to confirm that the route specified on the
Continental Flight Release and ICAO message conforms to the published route
between the oceanic exit or entry point and the intended destination. When
blanket terms such as "Standard," "Preferred," or "As Filed" are used, confirm
that both the crew and ATC are in agreement as to the exact route to be flown,
requesting a full route clearance and readback if in doubt.
777 Sec. 3-1 Page 67
Flight Manual Continental Rev. H/Ol/02 #9
Adjust ICAO Step
The default STEP value presented on the active cruise page is ICAO. In the
event the flight is not ultimately flown at the optimum altitude, the crew should
enter all predicted step climbs from the flight plan into the RTE LEGS page and
then enter zero for the ICAO STEP value on the ACT CRZ page. This will
allow for proper fuel and ETA predictions at the destination.
Coast Out Check
Prior to coast out and the loss of VHF navaids reception, the crew should make
a position accuracy check of the FMC. The Coast Out Check should be used to
compare the FMC "Computer" generated bearing and distance with a manually
or auto-tuned VOR "raw data" radial and DME.
To do the Coast Out Check:
• Select the Captains EFIS control panel vor/adf switch to the vor position.
• Note the VOR being auto tuned.
• Enter the VOR identifier into the Captains FMC FIX page and note the
bearing and distance displayed on Line 1 .
• Compare the pointer and DME distance as displayed on the ND with the
bearing and distance on the FIX page. Distance should agree within 4 NM
and the bearings should agree within 8° at 50 NM DME and within 6°
between 100 and 150 NM DME. If these values are exceeded, and the
issues cannot be resolved by checking other navaids with the FMC, do not
enter ETOPS/LRN airspace.
Note : VOR bearings are also shown when the ND mode selector is in
vor position, and either or both vor l or vor r switches are
selected. The VOR frequency and selected course are shown in
the upper right-hand corner of the ND when operating in the vor
mode. Additionally, in the vor mode, the ND has course / bearing
centering and deviation presentation capability. VOR raw data
bearing readout is also shown on the CDU NAVRAD page.
• Enter the applicable information on the COAST OUT CHECK box of
plotting chart.
Note : Do not perform the COAST OUT CHECK until near the coast out
point.
Sec. 3-1 Page 68 777
Rev. 11/01/02 #9 Continental Flight Manual
RVSM Altimeter Check
Prior to entering RVSM airspace, the crew will log the readings of the
Captain's, First Officer's, and Standby altimeters on the RVSM ALTIMETER
CHECK portion of the plotting chart. The Captain's and the First Officer's
altimeter must agree within 200 feet of each other. The Standby altimeter is not
required to be within 200 feet of either the Captain or the First Officer, but may
be useful in resolving a major difference between the two primary altimeters.
Failure to satisfy this requirement of the two primary altimeters agreeing within
200 feet will prohibit the aircraft from entering or remaining in RVSM airspace.
If this occurs, notify ATC and coordinate an alternate FL or routing.
Within RVSM airspace, crosschecks between the primary altimeters should be
made at each waypoint (minimum of once every hour). Recording of these
crosschecks is not required.
Coast Out Check
ALL ACFT
RVSM ALTIMETER CHECK
CAPTAIN
STANDBY
FIRST OFFICER
VOR
FREQ
RADIAL DME
FMC (Fix Page)
Position Bearing
Dist
Enroute Compass Check
Prior to coast out, the crew will conduct and record the ENROUTE COMPASS
CHECK. Compare the Captain's, Standby, and First Officer's magnetic
headings. Check the compass deviation card and apply appropriate corrections
to the standby compass as required. Log these three values on the EN ROUTE
COMPASS CHECK box of the plotting chart. They should all agree within
approximately 5 degrees of one another. If they do not, further investigation and
confirmation of the correct magnetic heading is required prior to entry into
ETOPs airspace.
EN ROUTE COMPASS CHECK
B727, B737, B777
CAPTAIN
STANDBY
FIRST OFFICER
777 Sec. 3-1 Page 69
Flight Manual Continental Rev. H/Ol/02 #9
Display C-EEP and C-EXP
The C-EEP and the C-EXP should be displayed by placing the ICAO airport
identifier for each of these Adequate airports on the fix pages with a /453 (one
hour, single engine still air distance). The intersection of these green arcs and
the magenta active course line reflect the C-EEP and C-EXP. This will
normally be within a few miles of the latitude / longitude defining the
C-EEP/C-EXP on the flight plan. It is important to note that the airports
defining these points may not be the designated Suitable ETOPS alternate
airports.
ETOPSOK Message
Prior to C-EEP an ETOPS enroute alternate airport weather / NOTAM update
should be acquired. Normally this message is received by data link from
Dispatch. The Dispatcher will request that receipt of the weather and continued
suitability of the ETOPS alternates be acknowledged using the free text
response "ETOPSOK." If the weather / NOTAM update is not received by 30
minutes prior to entry into ETOPS airspace, the crew should send a C-EEP
estimate to remind the Dispatcher of the need for the information. If it is not
possible to obtain an update prior to C-EEP, continue to fly as filed and attempt
weather / NOTAM updates via all sources available.
Sec. 3-1 Page 70 777
Rev. 11/01/02 #9 Continental Flight Manual
HF Radio Check
The HF radios and SELCAL must be checked prior to the loss of VHF
communications. The appropriate frequencies will be assigned enroute and may
be found on the Jeppesen Orientation Chart.
Transoceanic communications are conducted primarily by HF radio. The
following checks will ensure that the HF radios are functioning properly.
Prior to loss of VHF communications:
• Select the appropriate HF frequency from Jeppesen or as assigned by ATC
on both radios.
• Key microphone and listen for the tone.
• Contact appropriate agency for HF and SELCAL check.
• The SELCAL decoder monitors for audio tones. If the tones received are
the same as the SELCAL code of the aircraft, the decoder sends a signal
which will give the following indications:
HI/LO chime
Com message - SELCAL
call light on the audio control panel for the radio that received the
SELCAL code
If the SELCAL decoder is inoperative, a constant listening watch will be
maintained on the primary HF frequency.
Due to the use of one common antenna, both transmitters may not be used
simultaneously - blanking will result.
If a valid SELCAL check is received on either HF radio, the HF radios need not
be monitored during flight.
777
Sec. 3-1 Page 71
Flight Manual
Continental
Rev. 11/01/02 #9
ENROUTE ETOPS
The PF, using the MASTER flight plan, will maintain a log of actual times and
fuel burn at each waypoint. Additionally, log the appropriate mid-point MET
data on the MFP, if required.
Track / Route Mach Restrictions
When a Mach restriction is issued as part of an oceanic clearance, the flight will
be flown at that speed while on the Track / Route. This speed will also be
maintained beyond the Track / Route until the aircraft is in radar contact with
ATC or has otherwise received clearance to change speeds. Set the required
Mach on the ACT CRZ page (2L) as specified in the ATC clearance. If no
Mach assignment or restriction applies, continue to use the Mach number
specified in the flight plan. Remember aircraft spacing on the Track / Route is
based on precise aircraft speed control.
LNAV / VNAV Operation
All crewmembers should ensure that the aircraft is following the intended route
After passing the entry point and at each subsequent waypoint, confirm that
LNAV and VNAV are engaged and the aircraft is properly tracking the desired
Caution : Failure to ensure LNAV is engaged is a major source of gross
navigation errors. This is easy to overlook after having utilized
another roll mode, such as heading select, for a weather deviation.
Enroute VHF
On flights operating outside of VHF coverage, a suggested method of
configuring the VHF radios is as follows:
of flight.
course.
Left VHF
121.5 Guard
Right VHF
123.45 or appropriate Air-to- Air common
Current frequencies may be found on the Jeppesen charts for the intended area
of operation.
Sec. 3-1 Page 72 777
Rev. 11/01/02 #9 Continental Flight Manual
Loss of Communications
In the event of lost HF communications while on track, relay position reports
through other aircraft or ground stations on the VHF frequencies found on the
appropriate enroute orientation chart. If unable to make contact on these
frequencies, use 121.5 MHz. In the event of lost communications, follow the
most recently issued ATC clearance. Detailed lost communications procedures
are found on the Orientation charts.
Note : The crew may consider the use of SATCOM to reach an ATC facility
or SOCC for a frequency assignment.
Transponder Settings
Unless otherwise directed by ATC, or in cases of emergency or radio failure,
transponder codes will be set as follows:
ATLANTIC: Code 2000 (last assigned code will be maintained while in
domestic airspace). A rule of thumb is to add 30 minutes to
the ATA of the first waypoint on the NAT Track. This would
be the earliest time to change the code to 2000.
When operating West of 164°E, transponders should be set to
Mode A Code 2000. When East of 164°E, a discrete code
may be assigned which should be maintained unless
otherwise advised by ATC. If no discrete code is assigned,
transponders should be set to Code 2000.
Code 2000 after "Cleared to enroute frequency" by ATC.
Code 2000 beyond radar coverage.
When approaching within 250 NM of the airport, Code 2100.
NOPAC:
MIDPAC:
POLAR:
GUAM:
FIR Boundary Crossing
When approaching an FIR boundary, radio contact should be made with the
next controlling authority 10 minutes prior. A listening watch should then be
maintained on both frequencies until over the boundary and released by the
previous controller. If unable to contact the appropriate control center on VHF
or HF, relay position through ARINC, or a nearby aircraft. Check the Jeppesen
chart / Enroute section for specific FIR procedures.
777 Sec. 3-1 Page 73
Flight Manual Continental Rev. H/Ol/02 #9
ETOPS Enroute Alternate Procedures
During the course of the flight, the crew should be informed of any significant
changes in conditions at designated enroute alternates (by Dispatch) via
SELCAL or ACARS data link.
The suitability of an enroute ETOPS alternate airport for an (actual) in-flight
diversion is based on a determination that the airport remains suitable for the
circumstances, and that the weather and field conditions permit an instrument
approach to be initiated and a landing completed.
Dispatch alternate minima do not apply once the dispatch release is signed.
The determination of enroute suitability is based on the landing weather
minima, weather conditions, navigation and communication facilities, ATC
services, runway condition, airport safety facilities and services, and
circumstances that created the need to divert.
Note : If any conditions are identified (such as weather forecast below landing
minimum) which would preclude safe approach and landing, an
acceptable alternate should be selected where a safe approach and
landing can be made. If possible, a new ETOPS enroute alternate
should be selected which is within the time limitation of the flight's
release. It should always represent the best option available; however,
the new alternate is not required to be within the dispatch time
limitation except for 180/ 207 minute ETOPS Ops. The maximum
diversion time to the selected alternate should not exceed 1 80 minutes
for NATL or 207 minutes for NOPAC. If a new alternate cannot be
found, the flight may be continued and the search for a suitable
alternate continued.
There are many resources available to the pilot for obtaining weather updates to
verify the continued suitability of the weather at the ETOPS, redispatch, or
destination alternates. These include VOLMET broadcasts, AIRINC HF phone
patch, ACARS data link, and SATCOM.
Configuring the ALTERNATE Page
On the ALTN page, identify and manually enter the two closest designated
ETOPS enroute alternates. This allows the remaining two displayed alternate
positions to reflect the closest airports as they change during the flight. As the
flight progresses with CRITICAL POINT passage, the appropriate designated
ETOPS alternates should be changed to reflect the two closest ETOPS
alternates. Once entered, the alternates sequence in ETA order and are
immediately available should a diversion become necessary.
Sec. 3-1 Page 74 777
Rev. 11/01/02 #9 Continental Flight Manual
North Pacific / Mid Pacific
Continental Airlines is only authorized to dispatch the B777 aircraft under 207
minute ETOPS authority for operations that traverse the North Pacific
(NOP AC) area of operation.
If Eareckson/Shemya AFS (PASY/SYA) and Petropavlovsk Russia
(UHPP/PKC) are not designated as ETOPS alternates their weather and
NOTAMS should still be provided, given the close proximity of these two
airports on all the tracks / routes to and from Japan. The crew should be aware
of the status of these two airfields when making a divert decision resulting from
a time sensitive major inflight emergency.
Radar observed navigational errors are monitored and reported. Lateral
deviations of 20 NM are recorded and those of 25 NM or more are investigated
to determine causative factors. Pilots should understand that these reports are
only intended to provide data for analytically detecting any significant changes
in the navigational performance, which may require corrective action, and to
provide a basis for future refinements of the system as performance improves.
Be advised that the above wording does not rule out the possibility of a
violation being filed for errors of 25 miles or more.
777 Sec. 3-1 Page 75
Flight Manual Continental Rev. H/Ol/02 #9
Northern Control Area / Polar Region
Canadian authorities have designated the entire Northern Control Area (NCA)
as an area of magnetic unreliability (AMU). The limits of the NCA are depicted
on the CA (HI) enroute charts.
Continental B777s are authorized to conduct operations within the NCA.
Continental is not authorized to conduct instrument approaches in the NCA and
no alternate airports are designated in this area.
Also refer to the IFOG Manual SECTION 6, POLAR, RUSSIA & FAR EAST
for additional information on operations in these regions.
7773-13
Sec. 3-1 Page 76 7 77
Rev. 11/01/02 #9 Continental Flight Manual
Note : The ND displays Magnetic Course (MC), Magnetic Heading (MH)
and Magnetic Wind (MW) with the hdg ref switch in norm. The ND
compass rose may be referenced to magnetic north or true north. The
hdg ref switch is used to manually select true reference. With the
heading reference switch in norm the compass display is automatically
referenced to true north when the aircraft is north of 82° north latitude,
south of 82° south latitude, or near the magnetic poles. A flashing
white box around the word tru on the ND annunciates automatic
switching to a true reference. A true heading reference may be
selected with the hdg ref switch inside or outside the polar region.
The ND shows a green box around the word mag to annunciate the
change back to magnetic reference. If the heading reference is tru in
the descent the ND shows an amber box around the word tru. If the
hdg ref switch is moved to true, the CDU displays true track, true
wind, and true heading.
Note : When operating the autopilot in the polar region in other than LNAV,
the true position on the hdg ref switch must be selected.
Note : When operating in the polar region with the ND plan mode selected,
the aircraft position symbol does not display.
Magnetic Field Horizontal Component
Conventional compass systems detect only the horizontal component of the
earth's magnetic field. This component may be nonexistent or nearly
nonexistent within approximately 1000 miles of the earth's magnetic poles.
Rapid Variation Changes
Close to the earth's magnetic poles, there may be dramatic changes in magnetic
variation over relatively short distances.
777 Sec. 3-1 Page 77
Flight Manual Continental Rev. H/Ol/02 #9
Meridian Convergence
The earth's meridians converge to a single point at 90 degrees latitude (the
earth's geographic poles). The convergence effect as it relates to true-
referenced great circle navigation at high latitudes can result in rapid and
substantial changes in true course and heading over relatively short distances.
For example, flying east from 85N-100W to 85N-60W, two points at the same
latitude, the initial true course is 070 degrees; the inbound course at 85N-60W
is 1 10 degrees, a difference of 40 degrees over a distance of only 207 miles.
(The average true course is 90 degrees.)
Another effect of convergence is that a small position error at high latitudes can
result in a very large error in determining the true course and bearing required
for safe navigation.
Convergence is not a factor on true north-south routes and on east-west routes at
the equator (where there is no convergence). It becomes more apparent with
increasing latitude on east-west routes.
VOR Reference
VORs in the NCA are referenced to true north as indicated on the CA enroute
charts. Therefore, VOR courses observed on flight deck instruments are true
courses.
When flying a great circle to or from a VOR facility, the pilot may note a
substantial difference between the VOR course and the track required to
maintain that course centerline. This is the effect of convergence. It can be
dramatic on east-west routes and increases as the distance from the VOR
increases. In the example used in Meridian Convergence, flying from 85N-
100W to a VOR situated at 85N-60W, the selected VOR radial would be 1 10
and the true track required at 85N-100W to maintain the VOR course centerline
would be 070 degrees. (At the midpoint to the VOR, the required true track
would be 090 degrees.)
VOR/ADF Bearing Differences
To reconcile the differences between observed VOR radials and ADF bearings,
it may be helpful to recall that VOR radials are measured at the VOR station
and, in the NCA, are referenced to true north. ADF bearings are measured at
the aircraft using the aircraft's compass system. VOR course and the ADF
bearing information derived from co-located VOR/NDB facilities may differ
depending on the amount of variation at the aircraft and the effect of
convergence between the aircraft and the VOR station.
Sec. 3-1 Page 78 777
Rev. 11/01/02 #9 Continental Flight Manual
NCA / SCA Routes
A system of 4 tracks in the Northern Control Area (NCA) and 5 tracks in the
Southern Control Area (SCA) have been designated to accommodate traffic
between North America and Europe. They are designated NCA routes Alpha
through Delta and SCA routes Golf through Kilo. These routes are depicted on
the CA (HI) enroute charts.
For position reporting on the NCA and SCA tracks, positions are expressed in
terms of the track designator (Alpha, Bravo, etc.) and the longitude at the
reporting fix. Latitude is not reported.
Waypoint Procedures
As a waypoint is approached (approximately 30NM), there are several actions
that must be performed in a relatively short period of time. With good crew
coordination each may be accomplished properly. The position report is the
activity that is least time constrained but, due to frequency congestion, usually
causes the most difficulty.
The first priority must be the safe and accurate navigation of the aircraft; and
then the preparation, checking, transmission, and monitoring of the position
report. To accomplish this the crew must work with two different documents as
they approach a waypoint:
• The Master Flight Plan
• The Plotting Chart
The Captain may reassign the PF vs. PM waypoint procedure duties as desired.
777 Sec. 3-1 Page 79
Flight Manual Continental Rev. H/Ol/02 #9
FMC/Position Accuracy Check
The accuracy check will be performed at each waypoint during LRN
operations. This check verifies accuracy of the FMC position.
To perform the Position Accuracy Check:
Select POS REF 2/3 and select the bearing / distance prompt (6R) and, if
necessary, log on the plotting chart adjacent to the waypoint coordinates:
• The FMC Position Source ( 1 L)
• The inertial A value (2L)
• The rnp/actual values (5L).
It is not necessary to log this data on the plotting chart as long as all three of the
following conditions are met:
• GPS is updating the FMC, and
• inertial A value is equal to 4.0 NM or less, and
• actual value is less than rnp.
If any of the three conditions are not met, record all three parameters on the
plotting chart adjacent to the waypoint (see the completed plotting chart for an
example).
rnn
ran
rjg
ran
rsLi
rsTi
POS REF 2/3
FMC (GPS) UPDATE
N50°00.0 W050°00.0 ARM>
inertial actual 5.70
1 50°/3.9nm
GPS ACTUAL 0.12
000°/0.0nm
radio actual
rnp/actual dme dme
4.00/0.1 2
<INDEX
LAT/ LON>
1R |
rfRi
xm
m\
rsRi
r§Ri
7773-116
Sec. 3-1 Page 80 777
Rev. 11/01/02 #9 Continental Flight Manual
Approaching A Waypoint
The PF checks the next waypoint (WPT) coordinates and identifier from the
MASTER Flight Plan (MFP) and ensures that the magnetic course (M/C),
distance (DIST), and time on the FMC agree with the MFP. Providing these
match, the PF places a single slash mark through the circled waypoint. If any of
these parameters are in significant disagreement, immediately investigate,
determine the cause, and take corrective action to ensure the FMC data reflects
the correct routing. For a very short period of time there are two waypoints on
the flight plan with single slash marks. This is resolved with the actual
waypoint passage when the "current" position waypoint gets a second slash
mark. Next, for reference, set the heading selector bug on the MCP to the next
outbound magnetic heading as read from the M/H column of the MFP. Do
not engage heading select or heading hold.
The PM performs the FMC Position Accuracy Check as described above and, in
addition, cross checks all altimeters to fulfill RVSM altimetry requirements.
Fix Page
The PM enters the approaching waypoint ETA plus 1 0 minutes on the FIX page
pred eta position to create a green circle on the active route to serve as a
reminder to accomplish a position verification.
Example (eastbound fromN51W050 to N52W040): After passing N51W050
note the time of passage (ATA) on the POS REPORT page. Select the FIX
page. Enter the ATA + 10 minutes (4 digits plus Z) at (6R) in the pred eta-alt
position. A green circle with the time entered appears on the magenta course
line 10 minutes past N51W050 as a reminder of when to do a position
verification.
At The Waypoint
Both the PF and the PM will confirm that the aircraft turns to the correct
outbound heading (approximating the previously set heading bug), and tracks
the correct outbound course. Ensure LNAV and VNAV are engaged.
777 Sec. 3-1 Page 81
Flight Manual Continental Rev. H/Ol/02 #9
After Waypoint Passage
After waypoint passage the PF:
• Places a second slash on theMFP through the just passed waypoint,
• Logs the ATA on the MFP and compares with the ETA for that waypoint,
• Logs the fuel remaining at the waypoint (from POS REPORT page),
• Enters, on FIX page 2/2, the ETA for the next waypoint in the pred eta-alt
position (6R). A green circle with the time entered appears over the next
waypoint as a visual ETA/ ATA comparison (EFIS data display selected).
ATC update is required if times differ by 3 minutes or more.
Note the OAT and wind, and if significantly different from the master flight
plan, record and notify Dispatch. Any significant discrepancy needs to be
resolved by further investigation of the MFP and the FMC.
The PF will also record the mid MET data on the MFP for all legs, as required.
There is normally a relatively small difference between the calculated fuel
onboard (as determined by the FMC / fuel flow inputs and displayed on the POS
REPORT page) and the sensed fuel (as determined by the fuel quantity
indicating system and displayed on the EICAS). This difference normally does
not exceed 3000 lbs, and is the result of small inaccuracies in the sensors,
changes in fuel density due to cold soaking, or prolonged use of the APU.
Unless there is substantial evidence to indicate a gross error in the
calculated fuel value it should not be altered, and this is the value that
should be logged on the MFP.
The following example summarizes the enroute waypoint confirmation
procedure.
CYMON
N49 43.0 W055 00.0
44
52 00 617
02.02
1.14
0175
37 074 073 053 052 26016
P014
486 500 2102
04.13
0752
EMHG
»GT- 4727 ISA- P04 KIAS-
274
MACH- .839
w\51 00.0 W050 00.0
44
52 00 207
02.26
0.24
0056
s. 3/ 091 090 068 066 27034
P030
486 516 1895
03.4 9
0696
ra/ 4671 ISA- P04 KIAS-
274
MACH- .840
*N52W
<o\j 52 0o -° w0<, ° 00 -°
43
53 01 37 9
03.11
0.45
O101
3p 102 097 081 075 32056
P023
486 509 1516
03.04
0595
jjgji 4 57 0 ISA- P04 KIAS-
274
MACH- .840
152W030 ^52 00.0 W030 00.0 37 50 04 371 03.55 0.44 0101
1J 108 100 090 081 35081 P014 488 502 114E 02.20 0494
MNG WGI* 4469 ISA- P06 KIAS- 274 MACH- .840
W52W020
\52 00.0 W020 00.0
32
47 04 370
04.37
0.42
0094
3) 104 105 090 091 26039
P039
492 531 0775
01.38
0400
Wig wgj
/ 4375 ISA- P09 KIAS-
274
MACH- .B40
LIMRI
\j52 00.0 W015 00.0
35
54 03 186
04.56
0.21
0045
3» 100 103 090 093 25055
P050
484 534 0589
01.17
0355
SiljNG Wjgg
« 4330 ISA- P02 KIAS-
274
MACH- .840
DOIIP
B52 00.0 W012 00.0
36
56 01 111
05.11
0.13
0028
37 098 101 090 092 24045
P040
463 523 0478
01.04
0327
EMHG WGT
- 4302 ISA- P01 KIAS-
274
MACH- .84 0
ALTITUDE
CHANGE TO FL 390 - 0000
MILES / 0 0.00 MINUTES AFTER -
DOLIP
Sec. 3-1 Page 82 777
Rev. 11/01/02 #9 Continental Flight Manual
©
©
After waypoint passage.
Waypoint ID atN5200.0 W04000.0 coordinates
rechecked enroute, with time, distance, and desired
track to this fix verified
Waypoint ID at N5200.0 W03000.0 coordinates
verified during predeparture flight deck prep
Position Report
After waypoint passage the PM will make the position report as read from the
POS REPORT page of the FMC [PROGRESS 1/3 and then select 6L]. Some
position reports may not be required during Automatic Dependant Surveillance
(ADS) operations. Consult the most current information from Jeppesen charts,
Training Bulletins and the Flight Manual as this program evolves.
rnn
rjg
l~6Ll
COA028 POS REPORT
POS ATA
N51W050 0332
EST ETA
N52W040 041 4
N EXT
N52W030
TEMP WIND
-50°C 230V105KT
ALT
F L 3 7 0
POS FU EL
77.4
<PROGRESS
REPORT>
I 1RJ
f2Rl
rsRi
rsRi
A Position Report will be given over all Track / Route compulsory-reporting
points, normally by the PM. Both the transmission and the readback should
be monitored by the PF to ensure that both the flight crew and the controlling
agency understand information, clearances, etc. The PF should refer to the POS
REPORT page (PROGRESS 6L) to confirm the accuracy of position reports.
If a route change is received shortly before crossing a fix, ATC will expect a
position report over that fix.
When transmitting a Position Report, it is not necessary to clutter the data with
its specific title, since the radio operator is copying the report on a form that
follows the identical order. For example, when reporting a wind of 250/37, the
transmission would be "two five zero, diagonal three seven," as opposed to
"Wind - two five zero degrees, slash, three seven knots." The correct
terminology for 83.5 pounds of fuel remaining would be, "eight three decimal
five," as opposed to "Fuel, eighty three point five pounds."
777 Sec. 3-1 Page 83
Flight Manual Continental Rev. H/Ol/02 #9
EXAMPLE
ATC Addressee
"GANDER RADIO"
Aircraft call sign followed by saying,
"Position"
"CONTINENTAL 28 POSITION"
AFTER ACKNOWLEDGMENT BY THE RECEIVING STATION:
Call Sign. Waypoint name (pos) or
LAT, then LON
"CONTINENTAL 028, 51
NORTH 050 WEST"
Zulu Time (at a) over waypoint
"0332"
Flight Level (alt)
"FLIGHT LEVEL 370"
Name of the estimated (est)
waypoint on assigned route.
"ESTIMATING 52 NORTH 040
WEST"
Estimated (eta) Zulu time of arrival
at waypoint.
"0414"
Name of (next) subsequent position
and word "next."
"52 NORTH 030 WEST NEXT"
Fuel remaining (pos fuel) Lbs.
"77 DECIMAL 4"
AND WHEN DESIGNATED BY THE LETTER "M" NEXT TO THE
WAYPOINT OR WHEN REQUIRED ON A RANDOM ROUTE OR WHEN
ASSIGNED TO BE A "MET" AIRCRAFT (REFAT-I Panel 2)
Outside Air Temperature (temp) SAT
°C
"MINUS 50"
(wind) To nearest degree (true) and
knot
"230 DIAGONAL 105"
Significant weather - turbulence,
icing, etc.
"MODERATE TURBULENCE
LAST TEN MINUTES"
FOR NATL OPERATIONS ONLY, THE MID MET (REFAT-1 Panel 2)
Mid position of previous leg
"4930 NORTH 055 WEST"
Mid position outside Air
Temperature (temp) SAT °C
"MINUS 52"
Mid position (wind) to nearest degree
(true) and knot
"245 DIAGONAL 100"
Mid position significant weather -
turbulence, icing, etc.
"LIGHT ICING"
Sec. 3-1 Page 84 777
Rev. 11/01/02 #9 Continental Flight Manual
North Atlantic Position Reporting Procedures
East / Westbound flights:
• South of Latitude 70N at 10° Longitude intervals between 0° and 70° W.
• North of Latitude 70N at 20° Longitude intervals between 0° and 60° W.
North / Southbound flights:
• At 5° Latitude intervals Longitude in degrees and minutes.
The distance between reporting points shall, as far as possible, not exceed one-
hour flight time.
When operating at a distance of 60 NM or less from the common boundary with
an adjacent Oceanic Area, position reports shall also be copied to the center
serving the adjacent area.
Pacific Position Reporting Procedures
For East / Westbound or North / Southbound flights the requirements are the
same.
• Every 10 degrees. In no case will position reports be at intervals in excess
of one hour and twenty minutes (1:20). In other words, every 10 degrees or
1 :20 hours, whichever comes first.
• Every 5 degrees if the time between waypoints is more than one hour and
twenty minutes.
Revised ETAs
In most theaters of operation, it is a requirement to send a revised estimate if the
original ETA will be three (3) minutes or more in error. However, the NOP AC
and Bermuda theaters have different ETA limitations. To standardize and
simplify procedures, it is company policy to submit a revised estimate whenever
an ETA is three (3) minutes or more in error.
777 Sec. 3-1 Page 85
Flight Manual Continental Rev. H/Ol/02 #9
Position Verification
As the aircraft approaches the green circle on the FMC active route, the PM
selects the 10-mile scale on the ND and verifies the aircraft symbol is on the
FMC active route line. In addition, select PROGRESS page 2/2 and observe
the XTK error at 2L. This shows the distance the aircraft is left or right of the
active route. Reconfirm that LNAV and VNAV are engaged.
• Recording the post position coordinates on the plotting chart is not required
if:
- GPS is updating the FMC
- Position accuracy check was within described limits, and
- The above position verification shows the aircraft to be on course.
Plotting Chart & Post Position Plot (PPP)
The plotting chart is used for flight following, confirmation of position, and
confirmation of position reporting accuracy. The chart also serves as a backup
tool in case of total navigation system failure.
If any of the position verifications conditions are not met, post position plotting
is required . The PM will record a PPP on the plotting chart approximately 10
minutes or approximately 2 degrees after waypoint passage.
Sec. 3-1 Page 86 777
Rev. 11/01/02 #9 Continental Flight Manual
Record the coordinates of the PPP on the plotting chart using the following
procedures:
• Scratchpad the FMC position on POS REF page 2/3 when passing over or
near the green circle.
• Plot LONGITUDE position first and then LATITUDE on the chart.
• Record the PPP Latitude and Longitude as well as the Zulu time on the
plotting chart. (See completed plotting chart for an example.)
Caution : Any plot not coinciding within 1/8 of an inch of the track / route
must be resolved immediately.
Note : It is never acceptable to insert an along track fix 2 degrees from
the waypoint and then transcribe the coordinates onto the
plotting chart as a valid PPP . This is only a prediction of where a
particular latitude or longitude will intersect the active route, and to do
this defeats the primary purpose of the PPP concept. It does not define
the actual aircraft position at the approximate 10 minute / 2 degree
point, and does not provide positive confirmation of the relationship of
the actual aircraft position and the desired track. As an example, this
illegal procedure would not detect a flight where LNAV had been
inadvertently disengaged, there had been a MAP shift, or any number
of other anomalies. The only fool proof method is to plot the current
aircraft position (FMC POS) at the prescribed time during the PPP
procedure.
777 Sec. 3-1 Page 87
Flight Manual Continental Rev. H/Ol/02 #9
Completed Plotting Chart
The following figure illustrates how a chart might appear after completion of the
flight where plotting is required. Note the inclusion of the following data, which
has been plotted or entered while enroute:
• Position Accuracy Check at each of the waypoints. (It is not necessary to
log this data on the plotting chart as long as all three of the following
conditions are met: GPS is updating the FMC, inertial A value is 4.0 NM
or less, and ANP does not exceed RNP.)
• Post Position Plot (PPP) approximately 10 minutes after each waypoint (if
required).
Note : The PPP plot at 028 degrees West shows an off-course position. This
could identify a navigational error, which should be investigated
immediately and corrected as necessary. The data recorded at 20
degrees West reflects the loss of GPS updating to the FMC and
necessity to log Position Accuracy Check data.
The plotting chart is also useful in the event that the crew has been assigned an
alternate track and subsequently has a navigation system failure. In this case,
the Magnetic Headings (MH) listed in the Continental Flight Plan may not be
valid and the crew would have to measure Magnetic Course (MC) and/or True
Course (TC), and distance on the plotting chart. Remember to measure
Magnetic Courses (MC) or True Courses (TC) at the Mid Point Latitude and
then apply variation and compass deviation. Then, using wind information from
the best source available, apply drift correction to calculate a Magnetic Heading.
Sec. 3-1 Page 88 777
Rev. 11/01/02 #9 Continental Flight Manual
INTENTIONALLY LEFT BLANK
777 Sec. 3-1 Page 89
Flight Manual Continental Rev. H/Ol/02 #9
7773-124
Sec. 3-1 Page 90 777
Rev. 11/01/02 #9 Continental Flight Manual
INTENTIONALLY LEFT BLANK
777 Sec. 3-1 Page 91
Flight Manual Continental Rev. H/Ol/02 #9
Weather Deviation From Track / Route
If the aircraft is required to deviate from track to avoid weather and prior
clearance cannot be obtained, an air traffic control clearance shall be obtained at
the earliest possible time. If ATC approval cannot immediately be obtained
broadcast your intentions to other aircraft in the area on the air-to-air common
frequency and on 121.5MHz if the situation warrants.
Specific weather deviation instructions and/or track deviation procedures, if
applicable, may be found on the appropriate Jeppesen Enroute chart,
Orientation chart, or in the Jeppesen Enroute section.
Caution : A common cause of gross navigational errors is failure to
reengage LNAV after using the heading select mode to avoid
weather.
Wake Vortex Encounters Within RVSM Airspace
When flying within NAT MNPS Airspace (but not in adjacent domestic
airspace RVSM transition areas), if considered necessary, the pilot may offset
from cleared track by up to a maximum of 2 nm (upwind) in order to alleviate
the effects of wake turbulence. ATC should be advised of this action and the
aircraft should be returned to cleared track as soon as the situation allows. It
must be noted, however, that such a maneuver is considered a contingency
procedure and ATC will not issue a clearance for any such lateral offset.
• The pilot should establish contact with other aircraft, if possible, on the
appropriate VHF air-to-air frequency (123.45), and
• One or both aircraft may initiate lateral offset(s) not to exceed 2 NM from
the assigned track, provided that:
1 . As soon as practicable to do so, the offsetting aircraft notify ATC that
temporary lateral offset action has been taken and specify the reason
for doing so, and
2. The offsetting aircraft notify ATC when re-established on assigned
route or track.
RVSM
For RVSM procedures refer to the applicable Jeppesen Orientation chart and
Continental Flight Operations Manual.
Sec. 3-1 Page 92 777
Rev. 11/01/02 #9 Continental Flight Manual
COAST IN AND ARRIVAL
Coast In Cross Check
When in range of reliable VOR/DME signals, check the accuracy of the FMC
units by comparison of VOR radials and DME distances and log on the plotting
chart. The method is identical to the COAST OUT CHECK. The COAST IN
CHECK is not required if the aircraft's position is verified by radar prior to the
reception of ground based navaids.
As The Coast-In Fix Is Approached
Confirm the remaining or domestic routing and ensure it is properly loaded into
the FMC. Verify the proper transponder setting.
Normally the FMC will be utilizing GPS, however, note that the ND and POS
REF Page 2/3 will indicate the VOR stations in use and whether DME-DME
updating of the ADIRU is occurring. The accuracy of GPS should minimize the
need; however, if necessary, the FMC will update rapidly when within radio
updating range of VOR/DME signals. The course line on the ND may shift left
or right in several small increments as the FMC position is updated.
APU Reliability Program
Continental's ETOPS certificate requires that we maintain an APU "In-Flight
Start" program. When requested by Maintenance via voice or data link, the
following procedure should be initiated prior to top of descent (TOD).
Flight crews should attempt to start the APU in-flight a maximum of three (3)
times in order to achieve a successful start.
After a successful start:
• Allow the APU to run for a minimum of 5 minutes.
• It is not necessary to acknowledge the request or to down link the APU
data. It is, however, required that the following information be recorded in
the logbook:
1 . APU reliability cold start
2. SAT in degrees centigrade
3 . Flight level
4. Number of start attempts
5. Successful / unsuccessful.
777 Sec. 3-1 Page 93
Flight Manual Continental Rev. H/Ol/02 #9
If the APU fails to start after two attempts, make a third attempt during descent
before reaching FL210.
If the APU fails to start on the ground also note that in the logbook.
Transition Level Check
The IN RANGE checklist should be accomplished at 18,000 feet. At the
transition level, confirm the proper altimeter setting has been selected. The
APPROACH checklist is the last opportunity to catch lower than normal
transition levels.
Holding
Refer to the Jeppesen Air Traffic Control section for differences to ICAO
procedures, including holding speeds, for the destination country.
Sec. 3-1 Page 94 777
Rev. 11/01/02 #9 Continental Flight Manual
POST FLIGHT
Logbook Entry -Drift Rates
To ensure the reliability of the ADIRU record the inertial monitor data into the
logbook as shown below.
• On the CDU select init ref then index (6L)
• Select maint (6R)
• Select INTERNAL MONITOR (2L)
R'qrd Ai'C Checks Date_
Flt#-2£ Flt#_
FOB 2-V<3 FOB_
City A.^^- City _
Date 7/ 1 Date.
REQUIRED FLIGHT CREW ENTRY
Date Date
fit It Fit # Fit n
FOB FOB FOB
City Cily City
Date Date Date
Fit # ..
FOB -
City .
Date.
Flt# —
FOB —
City _
Date
EX'D 2 HFtS.OI EX'D 2 HRS O EX'D 2 HRS.O EX'D 2 HRS CJ EX'D 2 hrsO EX'D 2 HRS.O EX'D 2 HRS.G
INS/IRS DRIFT RATE
C
#2
R
DRIFT NM/HR^ii-
G/S KTS
#1
L
#3
C
#2
R
#1
L
#3
C
#2
R
#1
L
#3
C
#2
R
Flight Envelope And Contents
At the completion of an ETOPS/LRN flight, Master Flight Plans, Plotting
Charts, and Fuel Slips must be placed in a Flight Envelope and returned to the
Chief Pilot Office at the conclusion of the pairing. Weather, NOTAMS and
other pertinent flight plan information is electronically stored by CAL for 3
months.
The Flight Envelope will be retained for a period of 3 months for the purpose of
documenting position reports, international navigation procedures and fuel
reconciliation procedures.
777 Sec. 3-1 Page 95
Flight Manual Continental Rev. H/Ol/02 #9
NON-NORMAL PROCEDURES
EMERGENCY PROCEDURES ON TRACK / ROUTE
Deviations From Track Or Altitude
The flight crew should notify ATC in a timely manner of contingencies affecting
the aircraft's ability to maintain flight level, track, or Mach, and coordinate a
plan of action.
If an aircraft is unable to continue flight in accordance with its ATC clearance a
revised clearance shall be obtained, whenever possible, prior to initiating any
action. This shall also apply to aircraft unable to maintain the accuracy of
navigation required for MNPS and RVSM operations to maintain safe
separation between aircraft. Make the radio call for urgency (PAN-PAN-PAN)
or distress / grave danger (MAYDAY-MAYDAY-MAYDAY) as appropriate .
Subsequent ATC action with respect to that aircraft shall be based on the
intentions of the pilot and the over-all air traffic situation.
Remember that Oceanic control facilities are relay stations for ATC agencies.
Request direct contact with an ATC controller in an emergency situation.
In the event that flight crews encounter situations causing them to be unsure of
the vertical or lateral position of the aircraft within ATC airspace, or the aircraft
must deviate from the cleared flight level, route or Mach, the following
procedure should be accomplished in an expeditious manner:
• Unless the nature of the contingency dictates otherwise, the crew should
advise ATC as soon as possible of the situation and, if possible, request an
ATC clearance before deviating from the assigned route, flight level or
Mach. If such a clearance is not readily available, the crew should alert
adjacent aircraft by making maximum use of aircraft lighting and
broadcasting position, flight level, and intentions on 121.5 or the
appropriate Air-to-Air frequency.
Sec. 3-1 Page 96 777
Rev. 11/01/02 #9 Continental Flight Manual
• If a revised ATC clearance cannot be obtained in a timely manner and
actions are required to avoid potential conflict with other aircraft, terrain or
severe weather, the aircraft should be flown at an altitude and/or track
where other aircraft are least likely to be encountered:
- The crew may offset half the lateral distance between routes or tracks
(Pacific and Caribbean-25 nm, North Atlantic-30nm). Whenever
possible, initiate this by turning 90 left or right (appropriate for known
proximity traffic, terrain clearance, or diversion airport direction).
- If able to maintain assigned altitude, climb or descend 500 ft.
- If unable to maintain assigned altitude, start descent while turning to
acquire the offset route. Once able to maintain level flight select an
altitude that differs by 500 ft. from those normally used.
• When executing a contingency maneuver the crew should:
- Maintain maximum watch for conflicting traffic.
- Continue to alert other aircraft on 121 .5 or appropriate air-to-air
frequency.
- Utilize maximum aircraft external lighting.
- If possible, maintain the offset track and/or altitude until an amended
ATC clearance is obtained, or the aircraft is clear of the track or
routing structures.
- If unable to maintain the offset track and/or altitude before an amended
ATC clearance is obtained, take action to advise other aircraft of
position and intentions.
- Declare an emergency.
777 Sec. 3-1 Page 97
Flight Manual Continental Rev. H/Ol/02 #9
Engine Out Driftdown Speed (One Engine Operation)
Selection of the eng out> prompt (5R) on the ACT ECON CRZ Page 2/3,
results in engine-out best gradient speed schedules, performance predictions,
and guidance. The co spd prompt (5L) on the ACT E/O D/D Page 2/3, may be
selected for the CAL speed schedule of M.84/329 KIAS.
Additionally, any Mach / Speed combination may be typed in the scratchpad and
then placed in (2L).
rnn
ran
rjg
ran
rsLi
rsTi
ACT EO D/D
STEP SIZE
ICAO
<CO SPD
TO 15500
1 420z/ 21 1 nm
EGLL ETA/FUEL
2343z/ 27.9
OPT MAX
FL206 FL206
ALL ENG>
LRC>
rfRi
xm
rsRi
rsRi
Although the dispatch release, time, and critical fuel calculations are predicated
on the use of the M.84/329 KIAS profile in the event of an engine failure in the
ETOPS environment, the crew has the flexibility of operating at any speed
between the minimum maneuvering speed and maximum certified operating
speed as the situation warrants. It is important to consider the significant
differences in speed, time and fuel between the ECON (optimum) E/O, LRC
E/O and the Company E/O of M.84/329 KIAS.
When selecting an appropriate diversion speed, the following factors
should be taken into consideration:
• Initial Rate of Descent - A higher rate of descent can be expected using
M.84/329 KIAS versus ECON or LRC.
• Choose ECON or LRC if a slower descent is required for traffic, weather
considerations or terrain clearance.
• Fuel Consumption - A higher rate of fuel consumption can be expected
using M.84/329 KIAS versus ECON or LRC. The Critical fuel scenario is
calculated using the M.84/329 KIAS diversion to the enroute alternate.
However, if the Captain is concerned with alternate weather and anticipates
an extended hold, the ECON or LRC profile could be selected.
Sec. 3-1 Page 98 777
Rev. 11/01/02 #9 Continental Flight Manual
• Altitude - The ECON single engine cruise altitude can be approximately
1,500 - 2,500 feet higher for the LRC profile. If there is a concern for
weather, icing, traffic or terrain clearance the Captain may choose the
ECON or LRC profile. CO SPD selection can result in approximately
4000 feet lower optimum altitude than LRC.
Following is an example based on a B777-224 IGW airframe:
ONE ENGINE INOP AT MAXIMUM CONTINUOUS THRUST
777-224 IGW/GE90-90B
CRUISE WEIGHT: 460,000 LBS.
bUUN U/U
(237 KIAS)
310 KIAS
LKU (Cg
MAX CRS
329 KIAS
Net Level Off
Altitude ©
22385
16377
13543
14073
Gross Level Off
Altitude ©
27302
21648
20812
19270
KTAS
350
423
367
432
Fuel Flow ©
9227
12321
9227
16028
9227
13019
9227
17462
Fuel Flow (%)
©
Base
+ 30.0%
+ 5.7%
+ 42.0%
Shaded area indicates Continental's "CO SPD" for one engine inoperative.
© Dispatch Calculations (Residual Rate of Climb is 1.1%)
© Actual Performance (Residual Rate of Climb is 0%)
© Top figure is lbs/hr fuel flow at TOD M 0.84
Bottom figure is lbs/hr fuel flow at level off
© % Difference. Derived at by, example: 16028-12321 -f 12321 (%)
Note : Diversion at LRC Max Cruise Thrust would take about 30 minutes
longer than .84/329 and may be considered for a non-time dependent
diversion.
777 Sec. 3-1 Page 99
Flight Manual Continental Rev. H/Ol/02 #9
If one engine has failed or has been shutdown:
The PF should:
• Use HDG SEL to initiate a turn of 90° away from the track, normally
away from the other tracks if on an outside track, or in the closest direct to
the anticipated alternate if on a track bracketed on both sides. Use 25
degree on the bank angle selector for max rate of turn.
• Set FL 230 in the MCP window. This will approximate the maximum
E/O altitude for a typical weight.
• Select VNAV and on the CRZ page, select eng out, execute and confirm
VNAV mode engaged. This will automatically command max continuous
thrust (con). If the engine is still operating but at reduced power, con will
also automatically be selected upon execution of eng out CRZ. (It also can
be selected by pressing the clb con switch on the MCP, or by selecting con
on the THRUST LIM page.) Selecting eng out will be reflected as act eo
did on the CDU page. The aircraft begins a 300 fbm rate of descent while
the airspeed bleeds off to the engine out speed. This is acceptable and is
the preferred method as opposed to not executing engine out or not
selecting a lower altitude on the MCP, which could result in the aircraft
speed decaying to an unacceptable value if additional CDU/MCP inputs
were not subsequently made.
WARNING : Do not allow the airspeed to decrease below the top of
the amber minimum maneuvering airspeed band under
any circumstances.
• Establish the appropriate lateral offset left or right (from ROUTE page
or ALTN page) to the original track as required by the particular airspace
rules and execute. Continue to use HEADING SELECT to turn and track
the offset route until a new route to the alternate can be entered and
verified. If continuing in the same direction as the original route, this new
offset route could be tracked by LNAV. However, if the alternate lies in
the opposite direction, the offset route cannot be tracked in LNAV and will
not appear beyond the last waypoint of the original route.
• After clearing the lower limits of the track system, continue to descend and
cruise at an engine out airspeed anywhere from minimum maneuvering
speed to maximum certified operating speed based on the circumstances of
the emergency.
• Use the ALTN page to divert to the desired alternate.
Sec. 3-1 Page 100 777
Rev. 11/01/02 #9 Continental Flight Manual
The PM should:
• Turn on all exterior lights.
• Advise on 121.5 of your approximate position, track, altitude, direction of
deviation, and intended descent altitude. Example: "Pan Pan Pan, this is
CO A 28 on track Charlie at 42W, FL 350, deviating north of track and
descending to FL 230 due to an engine failure. Exterior lights are on,
check your TCAS. "
• When able advise the appropriate ATC facility of the situation, your
requested altitude / routing, souls onboard, and fuel.
• Complete the ENG FAIL L, R checklist as directed by the PF.
• Advise the Company, cabin crew and passengers of your intentions.
Two Engine Operation
If it is necessary to begin immediate descent and also to proceed toward an
alternate, the aircraft should descend at approximately 2,000 feet per minute at
cruise Mach while acquiring a parallel track as specified above for one engine
inoperative operation.
• When established on the specified parallel track, expedite descent to below
FL 285. Upon descending below FL 285, proceed direct to alternate
airport.
• Airspeed and point of descent is at Captain's discretion, depending upon the
situation.
• Continue to broadcast position, altitude and intentions until ATC clearance
is received. Inform ATC of altitude being maintained.
777
Sec. 3-1 Page 101
Flight Manual
Continental
Rev. 11/01/02 #9
Diversion Procedure To The Enroute Alternate
Should a diversion become necessary, normally proceed to the appropriate
designated Suitable ETOPS airport. However, in the rare event of a time
critical catastrophic emergency where the aircraft must be landed immediately,
the decision to proceed to an airport that is not reflected as the ETOPS alternate
for the flight, rests with the judgement of the Captain (and Dispatch time
permitting). It is vital that the weather, NOTAMS, and runway conditions be
confirmed prior to committing to any airport.
Note : RTE 2 pages should be used continuously to monitor enroute alternates
and Critical Points. The FIX pages may also be used as a quick
reference for bearing and distance to an enroute alternate.
Note : In compliance with the enroute ETOPS portion of the ETOPS/LRN
briefing card, the crew would have previously configured the
ALTERNATE page to reflect the appropriate ETOPS alternates. The
time / fuel estimates on this page of the FMC are predicated on current
wind conditions (forecast winds are also included if the diversion route
is within 99 NM of the programmed route). Also forecast winds to the
alternate may be inserted to increase the accuracy of the calculations.
If the flight can remain at altitude, the determination of which alternate
is closest in point of time to the aircraft's present position can be
determined more accurately by the FMC as opposed to the flight plan,
which provides calculations at FL100 where the winds will normally
be significantly different.
If a diversion is required select:
ALTN Key
PRESS
Enter or select the alternate airfield.
XXXX ALTN page is displayed.
LSK Opposite Alternate Airfield Selected
Three route options to the airport may be selected:
PRESS
DIRECT TO - direct to alternate
OFFSET - flight plan route with an offset
OVERHEAD - flight plan route to a waypoint then direct to alternate.
Sec. 3-1 Page 102 777
Rev. 11/01/02 #9 Continental Flight Manual
Select the desired option, and then:
DIVERT NOW Key (6R)
EXEC Key
PRESS
PRESS
Check that the now modified route to the new destination changes to active
route (solid magenta line) on the ND.
Note : Using the aforementioned procedures diverts the aircraft to the
ALTERNATE AIRPORT - not - to a navigation facility. It is then
necessary to correct the route and arrival as required to comply with
subsequent ATC clearances, arrival, and approach considerations.
Note : ETOPS terrain clearance has been evaluated for M. 84/329 KIAS,
single engine diversion with Wing and Engine Anti-ice on, maximum
diversion gross weights and ISA +15 temperature deviation. Terrain
clearance if using a published "escape" route is assured under these
conditions. Check MORAs and grid MORAs at this time.
Loss of Pressurization
Turn 90 degrees perpendicular to track and commence an Emergency Descent
to FL140 / 14,000 feet or MEA, whichever is higher. Declare an emergency
and divert if necessary. Be aware of high terrain on many ETOPS routes,
including Greenland, Iceland, Canada, Alaska, and Russia. Selection of the
terr button will enhance situational awareness in high terrain areas.
WARNING : When flying the northern routes, colder than normal ISAs will
cause the aircraft altimeters to read higher than actual altitude.
Adjust altitude as necessary for terrain clearance (4% per 10
degrees below ISA). Refer to Cold Temperature Altitude
Corrections in Section 3.
Visual depiction of the loss of pressurization escape routes can be readily
accessed by Route 2 if so programmed. This will aid the crew in establishing a
position on a charted airway or route with published MEA, MOCA, and terrain
clearance procedures.
Uncontrollable Fire
A cabin or airframe fire, which becomes uncontrollable, may necessitate
ditching the aircraft while control and consciousness can be retained. This
should be considered as a last recourse. If required, descend at an appropriate
rate / speed in preparation for the ditching. Notify all concerned as to your
intentions, being sure to include the planned position of ditching.
777 Sec. 3-1 Page 103
Flight Manual Continental Rev. H/Ol/02 #9
Coast Guard Ditching Recommendations
In addition to the procedures listed in the Ditching section of the Flight Manual
and ECL, the Captain should consider the following U.S. Coast Guard
recommendations :
• Contact Oceanic Control as soon as possible via HF or SATCOM, and
request that the Coast Guard be notified. Request an USCG Search and
Rescue (SAR) aircraft. In addition, request the location of the nearest
ocean vessel. (It will take the Coast Guard at least 15 minutes to plot ship
locations.)
• Listen for contact with the SAR aircraft on 12 1 .5 MHz, and squawk 7700
unless assigned another code. The SAR aircraft may intercept 1000' below
your aircraft. Therefore, the altimeters of each aircraft must be compared
prior to intercept to ensure safe vertical separation.
• If ditching is unavoidable, the Coast Guard may be able to recommend a
ditching heading either through the SAR aircraft or from a surface ship. If
possible, ditch in the lee of an island, in a lagoon, or near a ship.
• Coast Guard, Navy, and some merchant ships may have the capability of
supplying homing signals, radar for intercept, flares for night ditching, and
other aids. Standard Low Frequency homing signal is 410 Hz, giving the
call sign, followed by 2 (two) 10 (ten) second dashes.
If a SAR aircraft is escorting you and you must jettison fuel, advise the aircraft
to remain clear.
Sec. 3-1 Page 104
777
Rev. 11/01/02 #9
Continental
Flight Manual
NAVIGATIONAL CONTINGENCIES
Most navigation errors occur when the equipment is functioning normally but
the prescribed operating procedures are not followed . Compliance with
established procedures in all geographic areas is essential to safe long-range
navigation whether conducted overwater or over a landmass. It is every
crewmember's responsibility to ensure that proper navigation procedures are
followed at all times.
Note : The Jeppesen Enroute and Orientation charts contain important notes
that pertain to loss of navigation, engine failure, etc. Pilots are
encouraged to review these periodically.
Note : Most enroute FIR/ATC facility SATCOM frequencies are pre-
programmed into the SATCOM and immediate voice communications
can be established in a very short period of time to aid in the resolution
of many non-normals.
Oceanic Entry With NAV Systems Inoperative
Loss of both FMC's (EICAS: fmc), inability to meet required navigation
performance (EICAS: nav unable rnp), or loss of the inertial platform (EICAS:
nav adiru inertial) prior to the oceanic entry point requires diverting to a
Suitable airport where repairs or replacement of failed components may be
accomplished.
To enter MNPS Airspace and fly Organized / Random Tracks requires a
minimum of:
• 1 FMC connected to 2 CDUs, 1 with Alternate Navigation capability.
• ADIRU with no ADIRU Status Messages.
To enter MNPS Airspace via Special Routes requires a minimum of:
• 1 CDU with Alternate Navigation capability (LRN).
• 1 VOR/DME and ADF (SRN).
• ADIRU with no ADIRU Status Messages.
To continue within MNSP Airspace requires a minimum of:
1 CDU with Alternate Navigation capability.
1 VOR/DME and ADF (SRN).
777 Sec. 3-1 Page 105
Flight Manual Continental Rev. H/Ol/02 #9
Note : GPS is not required, but would be expected to be operational under
most conditions and provides enhanced accuracy.
Note : In the unlikely event of an ADIRU failure the FMCs and ND Map will
retain their functionality using GPS information for updating.
Unreliable Navigation / Error Detection
The procedures listed below are recommended if discrepancies are found
between published and FMC Magnetic / True Courses, or Time and Distance
display vs. Flight Plan data. Other abnormal indications such as an off-course
postposition plot also indicate that an investigation is in order. When a
malfunction or error occurs, the flight crew should guard against jumping to
conclusions since hasty actions are seldom necessary and may further
complicate the situation. Any time that navigational accuracy is in doubt,
perform the following checks:
• Check Autopilot LNAV engaged and Flight Mode Annunciator match.
• Check correct coordinates in the ACTIVE Waypoint.
• Check Magnetic Course, True Course, distance displays, and wind on the
FMC/ND. Compare to the values on the flight plan, map, and plotting
chart.
• If in range of ground based navaid, compare FMC computed data with raw
data (Coast Out / Coast In Check).
• Perform the FMC POSITION ACCURACY CHECK.
If unable to resolve a position disagreement problem, the following actions
should be considered:
• Attempt to contact other nearby aircraft for wind, groundspeed, drift
information, or other assistance desired. If a turnaround is advisable, use
wind information from the POSITION REPORT to compute return
headings.
• Use all means available to obtain as much navigational information as
possible. (In some cases, it may be possible to establish and maintain
visual contact with another aircraft on the same track.)
If confidence in position is still in doubt, contact ATC and declare unreliable
navigation, broadcasting on assigned enroute frequencies and 121.5 mhz.
Sec. 3-1 Page 106 7 77
Rev. 11/01/02 #9 Continental Flight Manual
Gross Navigational Errors
Caution : A common cause of gross navigational errors is failure to re-
engage LNAV after using the heading select mode to avoid
adverse weather.
If a flight is observed by radar or otherwise determined to be 25NM or more off
its cleared track (20NM in the Caribbean and the Pacific), ICAO rules require
that ATC initiate a "Gross Navigation Error Report." ATC will advise the flight
that a gross navigation error report is to be made. The pilot will be asked for his
comments concerning the situation. ATC includes these comments in the
report. The Captain and the FAA are required to respond to this report. The
Captain shall:
• Personally retain all navigation documents (Master Flight Plan, Plotting
Chart, ONL (if used), Clearance Messages, etc.).
• At the station of next landing, advise the Base Chief Pilot.
• Complete a written report on Form 2 1 .9006, the Captain's Irregularity
Report. All other flight deck crewmembers will prepare a written
statement giving all pertinent details.
• Upon return to home base, personally deliver all the navigation documents
and all written reports to the Base Chief Pilot.
Oceanic Navigational Error Reports (ONER)
ARTCC monitors the progress of all aircraft entering or exiting oceanic
airspace. If an aircraft is observed 20NM or more from the centerline of the
route on which it was cleared. ARTCC will notify the pilot of the observed
position and distance off route and that and ONER will be filed. The contents
and procedures of the ONER are similar to the Gross Navigational Error
Report.
Reporting Navigation Equipment Malfunctions
Immediate reporting of a partial or complete loss of navigation capability to
ATC is an ICAO requirement and compliance is required by FARs Part 91. If
unable to continue flight in accordance with ATC clearance, follow the
procedures listed on the appropriate enroute chart.
B777 DATA LINK COMMUNICATIONS GUIDE
FIR/OCA/UAC
LOGON ID
OCD
ADS
CPDLC
Remarks
AN CHUKAGb
PAZA
NO
NO
YES
• Limited CPDLC service — may not be offered.
• VHF and HF voice and Radar primary, CPDLC secondary
GANDER
YES
YES
YES
• Limited CPDLC services (only ALT requests, SPD Requests, and domestic frequency uplinks).
• CPDLC uplink clearances for ALT and SPD changes avail 2003 (check bulletins).
• A CPDLC logon required if entering from non CPDLC FIR. ADS transfer is automatic.
MAASTRICHT
EDYY
N/A
NO
YES
• Limited CPDLC service (Note: Inop Oct 02 - Feb 03). VHF voice and radar primary.
• CPDLC available for domestic European Upper Airspace Control (not Oceanic).
• Can LOGON on ground at FRA/EDDF, connection not indicated until passing FL150.
VHF voice read back required only for CPDLC ALT, HDG, or SPD change clearances.
MAGADAN
GDXB
NO
YES
YES
• CPDLC LOGON ID (GDXB) different from FIR ID (UHMM).
• CPDLC position reports required.
NEW YORK
NO
NO
NO
• ADS and CrDLC service expected late zOUJ (check bulletins & NOl AJV1S)
OAKLAND
KZAK
NO
NO
YES
• AUi> services expected 20U3 (cneck bulletins & NU1 AMa).
• Full CPDLC services, Oceanic position reports via CPDLC required.
• Services terminated approaching HNL, GUM, and western US domestic boundaries
REYKJAVIK
NO
YES
NO
• On some routes VHF voice reports required in lieu of ADS.
C A TVTT A A J A DT A
SAN I A MARIA
t ppn
NO
YES
NO
• Full ADS services.
SHANWICK
YES
YES
YES
• Limited CPDLC services (only ALT requests, SPD Requests, and domestic frequency uplinks).
• PPDT C unlink Mpnrsmrpc fnr AT TTTT TFIP snrl ^PThThH nliamjpc 900^ (rhprV hnllptinc^
• LJL^K^ UpilllJv ClCaiailCCS 1U1 riLlll KJLJC ailU Ol CCU CllallgCo avail ZUUJ ^CllCUjY ULlllCllllSy.
• A CPDLC logon required if entering from non CPDLC FIR. ADS transfer is automatic.
SOUTH PAC
NO
YES
YES
• Full CPDLC and ADS service. (Auckland, Brisbane, Melbourne, Nadi, Tahiti).
TOKYO
NO
YES
YES
• Full CPDLC service.
• ADS expected Nov 02. (check bulletins & NOTAMS)
Oceanic Clearance Delivery (OCD) Procedures
GANDER Ocean Clearance Processor (OCP II)
1 . Use the REQ OCEANIC CLEARANCE page from the COMPANY menu. ( All pilots must review data prior to selecting SEND.)
2. SEND request (RCL) no earlier than 90 or later than 30 min prior to Oceanic entry point ETA.
3. Expect standard message response: IF NO CLEARANCE RECEIVED WITHIN 20 MINUTES OF OCEANIC ENTRY POINT REVERT TO VOICE
PROCEDURES.
4. A "solicited" Oceanic Clearance is uplinked which contains a SEND prompt.
5. When clearance displayed, select SEND to accept. Select NEW MESSAGES to redisplay clearance, then PRINT for hard copy.
There is no means to reject the clearance . If clearance is unacceptable contact Gander OCD by voice.
6. Contact Gander by voice within 200 NM of VHF frequency location as published on track message.
7. Initiate contact with "Gander Delivery, Continental 10, read back". Read back only the ETA to the Oceanic entry point fix and
clearance sequence number which immediately follows the header (i.e. OCEANIC CLEARANCE, 30150).
"Gander, Continental 10, estimating VIXEN at 0220, clearance sequence number 30150"
8. If unsolicited clearance uplinked (identified by no SEND prompt) when voice contact is made with Gander, read back the Oceanic
entry point fix ETA, track letter, altitude, Mach, and TMI. If data link inop, contact Gander within 200 NM of VHF frequency
location as published on track message and request clearance by normal voice procedures.
9. Unsolicited clearance uplinks to be replaced when Gander upgrades OCP II system in 2003; then voiceless like Shanwick.
SHANWICK Ocean Route Clearance Authorization (ORCA)
1 . Use the REQ OCEANIC CLEARANCE page from the COMPANY menu. (All pilots must review data prior to selecting SEND.)
2. SEND request (RCL) no earlier than 90 or later than 30 min prior to Oceanic entry point ETA.
3. Expect standard message response: IF NO CLEARANCE RECEIVED WITHIN 15 MINUTES REVERT TO VOICE PROCEDURES.
4. When clearance displayed, select SEND to accept. Select NEW MESSAGES to redisplay clearance, then PRINT for hard copy. There is
no means to reject the clearance . If clearance unacceptable, contact by voice or consider sending a new RCL with the requested
changes, which will start the entire process over again. If clearance is still unacceptable contact Shanwick by voice. If voice
negotiation required, contact Shanwick using: "Shanwick, Continental 10, ORCA Contact".
5. If data link inop, contact Shanwick on 123.95 as per instructions on ATL Orientation chart, and request clearance using normal voice
procedures.
6. ORCA system is totally voiceless for routine clearance requests. No unsolicited clearances. All clearances require a request (RCL).
7. If non-routine issues arise a CONTACT SHANWICK BY VOICE uplink will be received. Contact Shanwick ASAP on 123.95.
Form#: 24.6200 M&E #: 00-0703-3-1802
Date: 11/01/02 FAA Approved: 10/07/02
ADS and CPDLC Procedures For All FIRS
1 . Logon 15 to 45 minutes prior to the FIR boundary.
• Select COMM on the DSP, the ATC main menu, and open the LOGON/STATUS page.
• Enter the four-letter logon ID (normally the FIR identifier).
• Verify the flight number agrees with the ICAO flight plan and is in the following format - COA50.
2. For CPDLC services, the connection is verified on lower EICAS as ATC CONNECTION ESTABLISHED WITH XXXX.
3. For ADS services, the contract verification may be verified by selecting the MANAGER main menu, ADS page.
4. Following a CPDLC logon, send a CPDLC POSITION REPORT. (Not applicable North Atlantic)
5. CPDLC clearance procedures:
a. Both PF and PM silently review clearance.
b. Both PF and PM discuss and agree on action: ACCEPT, REJECT, or STANDBY.
c. PF modifies FMC, MCP, comm frequency, transponder, and altimeter as appropriate, and requests PM verification.
d. If ACCEPT, the PM responds using either glare shield or MFD.
e. PF executes the clearance. (If altitude change, PF and PM point to and verbalize change on MCP.)
6. Use of FREE TEXT should be avoided unless operationally necessary.
7. Be alert to "conditional" altitude clearances, e.g. "Maintain FL350. At (time) or (position) climb to and maintain FL370."
(A FIX page time reminder is recommended.)
Notes :
1) In areas where CPDLC and ADS services are both offered, the initial logon establishes the CPDLC connection and ADS contract.
2) In areas where only CPDLC or ADS services are provided, just the available service connects.
3) When transitioning from a FIR with ADS only, to a FIR with both CPDLC and ADS, an entry of the new FIR logon ID on the
LOGON/STATUS page is required for the CPDLC connection. The previous ADS contract automatically transfers.
4) When transitioning to a FIR not offering ADS service, the existing ADS contract terminates at the first fix within the new FIR.
5) Problems have been experienced with the automatic transfer of the CPDLC connection from one FIR to the next. Approximately
15 to 30 minutes prior to the boundary the next FIR ID should indicate on the LOGON/STATUS page NEXT CENTER line. If the
transfer does not occur, a manual LOGOFF and LOGON to the next FIR should be accomplished crossing the boundary fix.
6) In FIRs with only CPDLC service, position reports must be sent via CPDLC. In the northern and central Pacific, where airways
contain numerous non-compulsory reporting points, the CPDLC POSITION REPORT page must be manually modified to reflect the
correct position report. The format should be compulsory, compulsory, next. Next may be compulsory or non-compulsory.
ADS, CPDLC, and Polar Radio Procedures
1 . When operating in areas where VHF voice communications are unavailable, an HF SELCAL watch must be maintained regardless
of ADS/CPDLC services. Unless otherwise informed, the radio operator is expecting HF voice position reports. Therefore it is
incumbent upon the flight crew to communicate their capability, intentions, and secure a SELCAL check.
2. Following are examples of proper radio phraseology:
• Eastbound NAT flights :
To Gander Radio VHF, approaching the NAT : "Gander Radio, Continental 50." After communications established:
"Continental 50, CPDLC, Shanwick next, request frequencies."
Expected reply: "Roger Continental 50 CPDLC, contact Gander on 5616 primary, 6681 secondary."
To Gander Radio HF : "Gander Radio, Continental 50." After communications established: "Continental 50, CPDLC,
Shanwick next, SELCAL AHBC."
Expected reply: "Roger Continental 50 CPDLC, at 30 West contact Shanwick on 5616 primary, 6681 secondary, standby for
SELCAL."
After SELCAL check : "Gander Radio, Continental 50, good SELCAL check."
Expected reply: "Roger Continental 50, voice reports not required in the Gander OCA."
Note : If Gander VHF or HF does not respond with "voice reports not required," crew should prompt for clarification.
At 30 West : "Shanwick, Continental 50." After communications established: "Continental 50, CPDLC, track X-ray,
SELCAL AHBC." (If on random route, last 2 waypoints in ADS airspace. Radio operator may ask for track exit points, even
if on a track.)
• Westbound NAT flights : Use similar radio procedures with Shanwick, Santa Maria, or Reykjavik.
• Westbound Pacific, passing LAX enroute to HNL, logged on to CPDLC with Oakland Oceanic :
To ARINC VHF SFO radio : "AIRINC, Continental 1." After communications established: "Continental 1, CPDLC,
request HF frequencies LAX westbound."
To ARINC HF SFO radio : "AIRINC, Continental 1." After communications established: "Continental 1, CPDLC,
SELCAL CHPQ."
3 . Polar Operations Area
• Russian, Mongolian, and Chinese HF radio operators are for ATC purposes only and will not pass on position reports to the
company. The use of Long Distance Operational Control (LDOC) service providers is necessary to relay company messages or
initiate phone patch service (if available). See Polar Plotting chart for frequencies.
• During times of solar disturbances, HF frequencies in the 2100 KHz range may provide the best results. ARINC (SFO Radio)
operates a new family of HF frequencies with a transmitter at Barrow, Alaska (3013, 6640, 1 1342, 13348, 17925, 21964).
777 Sec. 3-1 Page 109
Flight Manual Continental Rev. H/Ol/02 #9
DATALINK COMMUNICATIONS
GENERAL
The use of ATC data link with participating air traffic control centers reduces
the need for VHF or HF voice communications. Aircraft position reports, route
changes, speed, vertical clearances, and voice contact requests can be requested
or received.
Data link communication functions are initiated using either the CDU fmc com
function key for FMC uplinks including route, winds, performance, or takeoff
data; or the comm switch on the display select panel (DSP) for incoming or new
Company and ATC messages.
Satellite Voice Communications
Satellite voice communications are available between the aircraft and the
Company and between the aircraft and some Air Traffic Service (ATS) units.
The SATCOM voice system is independent of the FMC and other aircraft data
link systems. SATCOM voice is used when the priority to communicate
requires discussion, conference calls, or time critical communications. This
may include emergencies, Dispatcher - pilot operational discussions, or critical
maintenance discussions where text communications are not appropriate.
Sec. 3-1 Page 110 777
Rev. 11/01/02 #9 Continental Flight Manual
COMPANY COMMUNICATIONS
Satellite Communications (SATCOM)
Primary company communications on LRN/ETOPS flights is via SATCOM
data link or SATCOM voice. SATCOM is typically available south of 82°N
prior to passing over or abeam the North Pole, and will be inoperative until
approximately 80°N on the Russian side of the North Pole due to lack of
satellite coverage.
The INMARSAT satellite constellation consists of four (4) geo-stationary
equatorial communications satellites located over the Pacific, East and West
Atlantic, and Indian Oceans. Air to ground calls are routed from the aircraft to
the nearest satellite, then to a Ground Earth Station (GES). The GES is the
gateway into the public telephone network where the call is routed as a normal
ground-to-ground call.
Flight Following
Flight following by dispatch on Polar routes is a difficult task, complicated by
the lack of satellite coverage in the vicinity of the North Pole, and the fact that
Russia, China and Mongolia do not forward position reports.
To alleviate this problem push LSK 6R (REPORT) on the FMC POS
REPORT page in the CDU approximately every two hours, and again
when crossing 80°N on both sides of the North Pole . The position report
data is sent via data link to the Dispatcher. If in the SATCOM inoperative area,
the report is stored in the buffer and is sent automatically when SATCOM again
becomes operational. Accomplish this procedure on all segments of Polar and
NOPAC routing.
777 Sec. 3-1 Page 111
Flight Manual Continental Rev. H/Ol/02 #9
Long Distance Operational Control (LDOC)
If dispatch needs to contact the flight when operating outside of SATCOM voice
or data range they will call the appropriate radio relay or ATC facility and
advise them to relay a message to the flight, or request the flight contact
dispatch through a phone patch with an LDOC provider if the facility does not
have phone patch capability (i.e., Arctic radio). For this reason it is important
that the crew obtain an updated SELCAL check prior to reaching a known
SATCOM no-coverage area.
Available LDOC facilities include Arctic Radio, Cedar Rapids Radio, San
Francisco Radio, Iceland Radio, Rainbow Radio, Houston Radio, Stockholm
Radio, and Speedbird London. For HF frequencies, refer to the Communication
boxes on the Jeppesen Polar Orientation Chart.
To establish LDOC communications with an ARINC station call on a general
purpose (GP) frequency and request an LDOC frequency. LDOC frequencies
are usually preceded by an asterisk (*) and are generally reserved for
operational control issues. GP frequencies are generally reserved for ATC
purposes.
On initial call to an LDOC station, advise them of the flight's approximate
position. Once communications have been established, obtain the optimum
frequencies and a SELCAL check. Generally, ARINC LDOC frequencies are
not actively monitored unless a call is requested.
On Polar flights, depending on HF signal propagation characteristics,
communications with an HF operator may be difficult above 80°N. However,
other options are available. Arctic Radio (the GP operator that handles the
ATC communications with Edmonton and Anchorage Centers) can also pass
messages between the aircraft and dispatch, satisfying the company
communication requirement.
During poor HF signal propagation an HF frequency in the 21,000 kHz range
will usually work better. ARINC (SFO radio) maintains an LDOC family of
five frequencies from 3000 to 21,000 kHz with the transmitter located at
Barrow, Alaska.
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ATC COMMUNICATIONS
General
The Bill is equipped with an FMC that is capable of fully interactive ATC data
link operations. This is part of the FANS (Future Air Navigation Systems)
avionics suite of the aircraft. FANS consists of two major applications, ADS
and CPDLC.
Automatic Dependant Surveillance (ADS) is the aircraft position reporting
function that requires no pilot action other than log on.
Controller to Pilot Data Link Communications (CPDLC) is the interactive ATC
data link communications function.
The Bill is capable of three simultaneous CPDLC connections, four ADS
(ATC) contracts, and one Company contract. This provides for future multiple
entity flight following used in ATC boundary coordination and Company
automated flight following.
FIR Data Link Status
Flight Information Regions (FIRs) bring FANS data link capability online in
stages. Some FIRs are operational with both ADS and CPDLC functions, some
have either ADS or CPDLC, and some are in the trial stages prior to going
operational. Also, operational procedures may vary between FIRs.
Following is a brief summary, as of the date of this revision, of the operational
status and procedures for applicable FIRs (logon ID):
• Anchorage Oceanic (PAZA)
VHF voice communications are primary and CPDLC is secondary. Radar
is available in the greater part of Anchorage Oceanic except in the far
western oceanic sector approaching the Tokyo boundary, and parts of the
southern boundary with Oakland.
Anchorage may accommodate requests for CPDLC services, workload
permitting, but uses voice in most cases.
Anchorage does not process ADS reports. ATC position reports are
required over compulsory waypoints if not in VHF / radar coverage.
If using CPDLC within Anchorage Oceanic, be especially alert to the
electronic CPDLC handoff to Tokyo Oceanic crossing the boundary at
approximately 160°E at the named waypoints on the NOP AC routes.
SATCOM is available on an exception basis and not for routine
communications .
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If, after crossing the Anchorage / Tokyo FIR boundary westbound, no
CPDLC logon is indicated to Tokyo (RTJG) within 5 minutes, perform a
manual CPDLC logoff and initiate a new logon to Tokyo. This procedure
would be applicable to any FIR boundary crossing where CPDLC services
are offered in the receiving center.
• Gander FIR (CZQX)
Currently offers ADS services.
Limited CPDLC services begin in November 2002. A 3-stage trial is to be
implemented. Stage I is the ability for a crew to request a flight level
change. Stage II is the uplink of the domestic frequency. (Stages I and II
occur simultaneously.) Stage III will occur in 2003 and include the ability
to request / receive altitude and speed clearances. Requests for route
offsets are not anticipated to be available in 2003.
• Maastricht UAC (EDYY)
The Netherlands has been conducting CPDLC trials for over two years with
FANS aircraft. These trials are known as PETAL II, or Preliminary
European Trials of Air Ground Data Link.
The PETAL II trials offer partial CPDLC services in parallel with VHF
voice read back requirements. Maastricht UAC sectors operate in a VHF
environment and have full radar coverage.
Participation in the PETAL II trials is fully voluntary.
If operating through the Maastricht UAC, review the following differences
to ensure a successful operation:
1 . Logon using EDYY 30 minutes prior to the Maastricht boundary
(boundary not clearly defined on charts - look for COMM boxes).
Eastbound flights logon over UK. Logon on the ground at FRA
(connection inhibited until climbing through FL150). Do not expect a
connect message right away. It may take until 10 minutes before the
boundary for the connect message to be received.
2. Respond to uplinked messages via CPDLC; however, it is mandatory
that ALL data link clearances for altitude, heading, or airspeed
changes MUST be confirmed via voice before the instructions are
carried out.
3. A limited number of down link request messages are available. Only
one message at a time should be transmitted and under no
circumstances should FREE TEXT be used, as the current Maastricht
CPDLC system does not support the use of FREE TEXT in downlink
messages.
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4. No unable or reject option exists in this system yet; accordingly, if
any of the following three clearances are received and you cannot
comply, a radio response of "UNABLE" is to be transmitted:
- NO SPEED RESTRICTION
FLY HEADING (degrees)
TURN (direction) (degrees)
5 . If a request with an unsupported system message is downlinked, an
uplink notification of service unavailable will be received and
correlated to the appropriate message.
6. When receiving a message via CPDLC, respond via CPDLC then
confirm via voice if the message is a clearance instruction. Do not
leave a message open. Messages remain open for 2 minutes, then time
out, and no further messages of the same type may be sent or received
either by the aircraft or by the ground.
7. When in doubt, use voice to clarify.
8. Any problems encountered with PETAL II in Maastricht should be
noted in a FREE TEXT - data link op problem message downlinked to
SOCC. The program managers at Continental will forward the issues
to Eurocontrol for action. If the problem involves the aircraft, consider
a logbook write up in addition to the data link report.
• Magadan Center (GDXB)
Offers full CPDLC services and can process ADS reports. Send an ATC
Position Report via CPDLC passing compulsory waypoints until advised
otherwise.
SATCOM communications are available through the Eurasia subdirectory
of the SATCOM menu. Like most other CPDLC facilities, Magadan
expects the use of SATCOM voice to be an exception to normal operations.
Primary communications is via CPDLC.
Be alert for current and future routes that mandate CPDLC, ADS, and
RVSM operations on certain segments (such as A218 west of Alaska to the
western boundary of Magadan). Ball and box notes are used on enroute
charts to advise of mandates.
No non-standard CPDLC procedures are employed in the Magadan Center
airspace. Use of FREE TEXT should be avoided unless operationally
necessary.
Until advised otherwise, ATC position reports via CPDLC are required
over compulsory reporting points.
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Be alert to crossing the Magadan boundary into non-CPDLC airspace. A
cpdlc service terminated ATC message and atc off datalink EICAS
message should be expected when leaving the Magadan Center airspace. If
these messages are not received a manual CPDLC logoff should be
accomplished.
• Oakland Oceanic (KZAK)
CPDLC communications are primary and HF voice through San Francisco
Radio (AIRLNC) is secondary. SATCOM voice is available on an
exception basis and not intended for routine use.
Oakland does not process ADS reports. Although an ADS connection is
indicated, Oakland cannot process ADS position reports in any of their
sectors in the Pacific.
ADS services are expected to be implemented in 2003.
An ATC POSITION REPORT down link is required at each compulsory
waypoint.
CPDLC electronic handoffs are available to all adjacent Oceanic facilities
except U.S. Domestic and Honolulu airspace. Anchorage to Tokyo or
Anchorage to Oakland may occasionally be a problem requiring manual
logoff and logon to the receiving center.
• Reykjavik (BIRD)
Currently offers ADS services only.
• Santa Maria FIR (LPPO)
Currently offers ADS services only.
• Shanwick FIR (EGGX)
Currently offers ADS services only. Shanwick is expected to implement
limited CPDLC service concurrent with Gander in late 2002.
• Tokyo Oceanic (RJTG)
Offers full CPDLC services and can effectively process ADS reports.
However, Tokyo requires an ATC position report be transmitted via
CPDLC passing any compulsory waypoint regardless of ADS capability.
When sending an ATC position report via datalink in a climb, the altitude
passing when the report is sent is transmitted. The report is appended with
a CLIMBING TO FLXXX suffix derived from the selected MCP altitude.
In some cases ATC may still request a voice confirmation of assigned
altitude.
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SATCOM communication with Tokyo Oceanic is not currently available.
Tokyo Oceanic will accept a logon request on the ground at Narita (NRT).
However, this is not a recommended procedure because a connection
EICAS message with the chime will occur shortly after takeoff and could be
distracting.
Oceanic Clearance Delivery (OCD)
Oceanic Clearance Delivery (OCD) is a datalink feature that is entirely separate
from the FANS ADS/CPDLC functions. OCD provides a means for the flight
crew to request the oceanic clearance via ACARS. It is found under the
COMPANY main menu not the ATC main menu.
In the North Atlantic, Gander and Shanwick are equipped with automated ocean
clearance request and delivery systems. In Gander, OCP II (ocean clearance
processor), and in Shanwick, ORCA (ocean route clearance authorization), are
designed to reduce reliance on voice communications and permit the request
and delivery of oceanic clearances. These systems are evolutionary in nature
and updated as technology and financial constraints allow. As of this printing,
Shanwick's ORCA system is more mature than Gander's OCP II. Refer to
OCD Procedures in this section for detailed information on using these systems.
Automatic Dependant Surveillance (ADS)
Automatic Dependent Surveillance is a data link feature of FANS that permits
certain Air Traffic Service (ATS) units to monitor a flight. Such a connection is
commonly referred to as an ADS "contract." ADS may be required on routes
referred to as CNS or FANS. ADS is available by default. It remains available
(armed) unless selected off by the crew. When ADS is armed, automatic
position report messages are sent to ATC and, when in the North Atlantic, the
Company. ADS operation is completely transparent to the crew. ADS is
independent of CPDLC and normally does not require the crew to log on. Thus,
ADS can be active even when the flight is not logged on. Logon is required in
the North Atlantic.
Control of the system and its status is accessed on the ADS page from the
MANAGER main menu, ads arm enables ADS function, ads off inhibits ADS
function, and ads emergency provides more frequent position reports.
ADS reports may include the following when enabled in the ground system:
• Flight number
• Preset position, time and altitude
• Next position and ETA
• Subsequent position
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• Wind velocity and temperature (Met reporting)
• Magnetic heading and indicate airspeed
• True track and groundspeed
• A number ranking FMC navigation quality
• TCAS operability.
The airborne system is capable of responding to an ATS unit request for ADS
reports with no alerting to the flight crew (unless the crew selects ads off), as
follows:
• At the passage of each waypoint (except abeam points) on the FMC active
route (event contract).
• At intervals established by ground systems (periodic contract).
• After a deviation of more than a specified number of feet from the assigned
altitude
• After any lateral deviation from the assigned track
• If the FMC ANP exceeds the RNP specified for the area.
Controller To Pilot Data Link (CPDLC)
General
ATC data link is available with participating air traffic control centers, reducing
the need for VHF/HF voice communications. Aircraft position reports, route
changes, speed, vertical clearances, and voice contact requests can be
downlinked or uplinked as appropriate. The comm display ATC main menu
selection allows display of downlink message pages.
Uplink and downlink messages are stored. All messages are assigned the time
of receipt / transmission and are printable. Message status is also displayed for
ATC messages.
ATC data link requires manual logon to a participating ATC facility. Once
logged on, transfer to adjacent and equipped ATC facilities is normally
automatic.
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Flight Manual
Crew Feedback
ATC uplinks containing clearance data that the crew can set on the MCP or
EFIS control panel have a crew feedback display function. When the message
is displayed on EICAS or the message page, the data values change from white
to green when properly set by the crew. Data that provides feedback is:
• Transponder code
• VHF frequency
• HF frequency
• MCP speed
• MCP heading
• MCP altitude
• Altimeter setting
FMC Data Loading
Some ATC uplinks may contain route data for loading into the FMC. Display of
the load fmc command key indicates that FMC data is available for loading.
Selecting load fmc transfers data to the FMC and creates an FMC modification.
This allows the crew to evaluate the proposed change before executing the
modification. As always, the modification is erasable prior to execution.
Both MFD information messages and FMC scratchpad messages provide
indications of loading progress.
Uplinked ATC Messages
Arriving ATC uplink messages are annunciated by an »atc communications
message, a HI-LO chime, and the display of the EICAS ATC message block.
The message text is displayed below the normal EICAS engine display. Uplink
messages too large to fit in the message area display the message large atc
message. The message text is displayed using the new message menu
selection.
ATC messages requiring an accept or reject response display option keys at the
bottom of the EICAS display. Responses are made via the MFD message page
or via the ACCEPT, CANCEL, and REJECT switches on the glareshield.
:pt) can: RJCT
GLARESHIELD PANEL
777TB0001B
Note : The acpt switch contains a raised circular face, which allows it to be
easily distinguishable from the canc and RJCT switches by touch.
777 Sec. 3-1 Page 119
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The upper EICAS ATC message block and glareshield ATC response switches
allow crews to respond to ATC uplinked messages without going heads down
into the MFD.
When viewing the CPDLC message on the MFD using the comm button on the
DSP, the status of the message is displayed on the upper right corner. The
status of an ATC message uplink can be OPEN, ACCEPTED, REJECTED or
STANDBY, as responded to by the crew. The status of a pilot downlink
request can be OPEN, AFFIRMATIVE, NEGATIVE, UNABLE or
STANDBY, as responded to by the controller.
Refer to ATC PAGES of this section for additional information on messages
and command key locations and functions.
OPERATING PROCEDURES
General
This section provides standard operating procedures for flights operating in
FANS airspace. As of the date of this revision mixed implementation of FANS
applications exist on the B777 route structure.
ADS is operational in most of the North Atlantic airspace, while CPDLC trials
are underway in selected FIRs.
CPDLC is operational in the Pacific but not ADS.
Pref light
When using either the LOGON/STATUS page or RTE page 1 LSK 2R, the
flight number must be entered exactly as it appears on the ICAO Flight Plan.
This will always require changing the uplinked flight number (or entering
manually, if no uplink received) on RTE page 1 as follows:
• Enter COA followed by the flight number
Note : For military charters using the "REACH" call sign, enter RCH
followed by the flight number.
• Do not use any leading zeros unless indicated on the ICAO Flight Plan.
Example: If the RTE 1 uplink was 004, it must be changed to COA4.
The flight number entered on RTE page 1 automatically propagates to the ATC
LOGON/STATUS page.
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OCD Procedures
The following acronyms apply to Oceanic Clearance Delivery procedures:
RCL = Request Clearance, CLA = Clearance, OCD = Oceanic Clearance
Delivery.
The oceanic clearance may be requested via datalmk. Send the request not
earlier than 90 minutes before, and not later than 30 minutes before the ocean
entry point ETA. If departing an airport less than 30 minutes flying time to the
ocean entry point, do not use this data link request but make the request via
voice procedures on the appropriate frequency. (Refer to the North Atlantic
Orientation chart for OCD voice frequency). Accomplish the following specific
steps in order:
1 . Press the DSP comm button and select the COMPANY main menu and
REQ OCEANIC CLEARANCE page. The displayed page is titled
NORTH ATLANTIC OCEANIC CLEARANCE REQUEST.
2. Select the shanwick or gander prompt and complete the following fields as
required:
Enter filed flight number with no leading zeros
(unless the ICAO flight plan contains zeros),
i.e., COA50. Military charters using the
"REACH" call sign enter RCH
Enter the appropriate filed Shanwick Oceanic
boundary entry point name. Most boundary
points are named waypoints. If LAT/LONG is
required use the format N55W010 or
55N010W. Do not use the "coded" format
(5 1 1 5N) as this will result in the request being
rejected.
Enter the ETA for the Entry Point.
Enter the requested Flight Level.
Enter the requested Mach number using the
decimal even though the decimal already
appears.
ENTRY POINT:
Enter the maximum acceptable Flight Level at
the entry point by reference to FMC altitude
capabilities.
777
Sec. 3-1 Page 121
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Enter the optional track shown on the CAL
Flight Plan or the second choice of track if not
shown.
Enter any remarks for the OCD controller.
3 . All pilots on the flight deck must review the above information for accuracy
before it is sent .
Data entry errors on the Oceanic Clearance Request Screen will likely
result in a revert to voice message response, or an undesired altitude or
Mach assignment.
As always it is paramount that if the down-linked ETA for the oceanic entry
point changes by 3 minutes or more, the flight must advise the current
ATC controlling agency and confirm coordination with the oceanic control
agency. This may be accomplished by sending a new REQUEST (rcl)
with the updated ETA and a note in REMARKS indicating "Revised ETA
over...".
4. After all pilots have reviewed the data, send the REQUEST (rcl).
5. After a brief delay, normally less than 1 minute, the following message will
be received:
Notes :
COA (flight number) RCL RECEIVED IF NO CLEARANCE WITHIN
15 MINUTES REVERT TO VOICE PROCEDURES
END OF MESSAGE
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Rev. 11/01/02 #9 Continental Flight Manual
6. Within a few minutes the oceanic clearance will be received via datalink as
in the following example:
PRESS SEND TO ACCEPT
30AUG01 12:07 OCEANIC CLEARANCE N78002
1206 010830 EGGX CLRNCE 048
COA11 CLRD TO KIAH VIA 51N015W
NAT FOXTROT 51/15 51/20 51/30 51/40 50/50 YQX
FM 51N015W 1254 MNTN F350 M084
END OF MESSAGE
All pilots on the flight deck must review the datalink oceanic clearance for
accuracy. Following is an explanation of the message:
PRESSSENDTO ACCEPT will down link the receipt of the message and
acceptance of the clearance
When SEND is selected an electronic copy of the
uplinked clearance is downlinked to the ground
and electronically compared to the stored
clearance. If any differences are detected a revert
to voice uplink message will be received,
date message received by aircraft
time (Z) message received by aircraft
title of message
aircraft registration number message sentfc>
time (Z) message was sent
date message was sent in yr/mo/dy
facility sending the message
number of specific CLRNCE
flight that message is addressed to
flight plan destination cleared to
oceanic entry point cleared to
North Atlantic Track "F" & route lat/longs
(should agree with the published daily track
message)
from over entry point at ETA
maintain FL 350 and Mach .84 on the track— this
is not a clearance to climb/descent to this altitude
or to change mach now-as always, that needs to
be coordinated with the domestic ATC facility
indicates last part of message to insure no data or
lines lost. Included in all OCD uplinks
30AUG01
12:07
OCEANIC CLEARANCE
N78002
1206
010830
EGGX CLRNCE
048
COA11
CLRD TO KIAH
VIA 51N015W
NAT FOXTROT 51/15 51/20
51/30 51/40 50/50 YQX
FM 51N015W 1254
MNTN F350 M084
END OF MESSAGE
777 Sec. 3-1 Page 123
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Caution : There have been isolated cases of Continental aircraft
receiving uplink messages that were intended for other
Continental flights. It is paramount to ensure the
clearance received is valid for your particular flight and
aircraft registration number by reviewing all the above
data. This is one very good reason to insure that the ATC
and ICAO flight plans reflect both the correct flight number
and aircraft registration number, especially after an aircraft
substitution ! If there are any doubts, contact the OCD facility
via radio and resolve the issue.
VERY IMPORTANT : There is no means to reject a Data
Linked Oceanic Clearance since the ground system is unable
to process a reject. If you wish to reject a clearance, the
current clearance must be accepted, (send) and a new request
sent. For instance, if the clearance contains an altitude or
Mach that is unacceptable, or a track that cannot be flown due
to specific ETOPS AOA constraints, then a new RCL should
be sent with appropriate comments outlining the issue. If the
situation is time critical (approaching the entry point or
clearance limit) revert to voice procedures. Only one request
may be outstanding at a time.
All pilots on the flight deck must agree to send and
accept the clearance, or to send and request a new
clearance via datalink or if required, by voice .
7. Select the send prompt. Re-select new messages to again display the
clearance and then select print for a hard copy. If print is selected first,
the SEND prompt will be blocked, and the message will have to be re-
displayed in order get the SEND prompt back on screen.
8. All pilots on the flight deck must then cross check the hard copy
datalink oceanic clearance with both the daily track message and the
current FMS wavpoints for accuracy .
If there is a track change from the track currently loaded in the FMS, the
following procedures should be used:
• The PF will load the new track waypoints into the active route
(normally RTE 1) of the FMS.
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• Then the PF will give the hard copy of the data-linked Oceanic
Clearance to the PM. The PF will then read the new FMS waypoints
aloud to the PM who will verify the waypoints on the hard copy of the
uplinked oceanic clearance by circling each waypoint in the manner as
is accomplished during the pre-departure route verification process.
• After verification of the new track, the PF will then exec the change. If
necessary, leave a discontinuity between the currently cleared
domestic routing and the new track entry point until such routing is
coordinated and cleared by ATC.
• If a hard copy of the CAL flight plan for the new track is available,
course and distance should be checked at each waypoint just as it
would with the original flight plan. If not available, consider writing
the new track waypoints above the original track waypoints and
circling and "X-ing" in the standard method. This will afford a method
to keep track of time and fuel. It will also provide some idea of
magnetic heading to fly in the event of having to revert to the magnetic
compass providing the new track is parallel to the original CAL flight
plan track, and does not penetrate AMU airspace.
• If the new track turns out to be the same as the OPTIONAL TRACK
on the CAL Flight Plan, then it should reflect the appropriate coast in
routing (common/non-common/NAR) for the new track. In all cases,
confirm the domestic routing with ATC during coast in after any track
change.
• As always, track changes should be coordinated with SOCC.
9. Shortly thereafter, an uplinked flight service message will be received
acknowledging the flight's acceptance of the clearance as in the following
example:
30AUG01 12:08 FLIGHT SERVICE MESSAGE N78002
1208 010830 EGGX
COA11 CLA RECEIVED
CLEARANCE CONFIRMED
END OF MESSAGE
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Additional Notes
• Any errors noted by the ground system will uplink a revert to voice
message to the flight.
• A subsequent clearance may be annotated reclearance 1 , reclearance 2,
etc. Be alert for revised entry point time restrictions that may
accompany reclearances.
• Any uplmked message from Shanwick Oceanic Clearance Delivery will
always end with end of message.
• If you send a second or subsequent RCL (Request Clearance) before an
uplinked message is received, the following message will be received:
COA (flight number) RCL REJECTED CLEARANCE
ALREADY BEING PROCESSED AWAIT TRANSACTION
COMPLETION
END OF MESSAGE
• There is no connection between the datalink Oceanic Clearance Delivery
(OCD) procedure, and any ADS or CPDLC procedure. If you need to
communicate via voice with the Oceanic Clearance Delivery Controller,
DO NOT USE THE TERM ADS . Also, do not refer to ADS or CPDLC in
the REMARKS section of the OCEANIC CLEARANCE REQUEST.
The majority of Gross Navigation Errors occur during oceanic track changes.
The use of Electronic Oceanic Clearance Delivery provides an additional
margin of safety by providing the crew with a hard copy of the oceanic
clearance, greatly assisting in the programming of the new track data.
ADS Procedures
Logon
The following logon procedures may be partially accomplished on the ground
during preflight (up to selecting the send prompt), or in flight between 15 and
45 minutes prior to crossing the first ADS Oceanic FIR boundary.
1 . Select the COMPANY main menu followed by ATC then the
LOGON/STATUS page.
2. On the LOGON/STATUS page in the logon to space enter the
appropriate identifier for the FIR. (CZQX for Gander, EGGX for
Shanwick, etc.) These FIR identifiers are found on the charts at the FIR
boundaries.
3. Ensure the tail number space contains the full registration number as
indicated on the SELCAL placard, and co is in the airline space.
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4. 15 to 45 minutes prior to the FIR boundary select the send prompt and
observe sending then sent, (sent is an ARINC acknowledgement of
receipt of the logon request).
5 . Select the MANAGER main menu, then the ADS page and observe:
TIME xxxxZ-ADS CONNECTION ESTABLISHED WITH DDLCAXA
This is the verification that an ADS contract has been established with the
ARINC Central ADS System (CADS). ARINC sends the position reports
received from ADS flights to the appropriate FIR/OCA via a dedicated,
high-speed landline. When crossing an FIR boundary into another FIR
offering ADS services, the transfer logon is handled automatically within
the ARINC CADS system. When these transfer logons take place, the
logon to address on the LOGON/STATUS page will not change from the
address originally entered.
Radio Procedures
Prior to entering ADS airspace, the flight will be instructed to contact the
appropriate RADIO service.
1 . Use the term "ADS" after the flight's call sign, request frequencies, and
state name of next FIR.
Example: [Gander Radio VHF] "GANDER RADIO, CONTINENTAL
34 ADS, REQUEST FREQUENCIES, SHANWICK NEXT."
The VHF Operator will provide the initial 2 HF frequencies, and the HF
Operator should provide the two frequencies for the next FIR if they are
different.
Note : If the VHF Operator includes the response that position reports
are not required, it is not necessary to again receive the same
response from the HF operator.
2. Prior to entering the FIR, request a SELCAL check on HF.
Example: [Gander Radio HF] "GANDER RADIO, CONTINENTAL 34
ADS, SHANWICK NEXT, SELCAL ERHG."
3. At the completion of the SELCAL check, the Radio Operator should
respond that position reports are not required (unless previously advised by
the VHF Operator), and issue frequencies for the next FIR.
Example: "CONTINENTAL 34 ADS, VOICE REPORTS NOT
REQUIRED IN GANDER FIR. AT 30°W CONTACT SHANWICK
RADIO ON PRIMARY 8864, SECONDARY 5531."
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Note : When the SELCAL check is complete no further use of the term
ADS is necessary until the next FIR boundary SELCAL check.
4. Passing 30°W, contact the next FIR on the previously assigned HF
frequency, and using the term ADS after the call sign, report the track letter
and request SELCAL check.
Example: "SHANWICK, CONTINENTAL 34 ADS, TRACK X-RAY,
SELCAL ERHG."
Note : If assigned a Random Route rather than a track, report the last two
fixes on the cleared Oceanic route of flight.
Example: "GANDER, CONTINENTAL 34 ADS, SCROD, VALIE,
SELCAL ERHG."
5. After this SELCAL check, the Radio Operator will provide a VHF
frequency contact instruction for a specific exit point, (usually 015°W or
010°W eastbound, or approaching 050°W westbound).
Example: " CONTINENTAL 34 ADS, VOICE REPORTS NOT
REQUIRED IN SHANWICK FIR. AT 15°W CONTACT SHANNON
CONTROL ON VHF FREQUENCY 131.15."
Note : Always default to providing HF voice position reports unless
otherwise instructed. Occasionally, Radio Operators will forget to
advise the crew to omit voice reports. If this happens, simply ask
the operator to "assure voice reports not required.
SOCC Flight Following
Dispatchers are required to monitor each flight's progress. They are copied
with ADS position reports; however, ADS reports do not contain a fuel
remaining value. Therefore, at 20°W and 40°W, in both flight directions, use
the CDU and send an FMC position report. (FMC POS REPORT page, LSK
6R labeled REPORT>.)
Sec. 3-1 Page 128 7 77
Rev. 11/01/02 #9 Continental Flight Manual
Operational Notes
• Always monitor the time for the NEXT position as reported (and logged on
the Master Flight Plan under the RETA column), and transmit an update if
this time is found to be in error by 3 minutes or more. One technique is to
enter the reported ETA to the next waypoint on the FIX page so that it
overlays the current displayed ETA when data is selected on the EFIS
control panel. Any changes would become apparent by divergence of the
two displayed times.
• If a failure prevents ADS waypoint reporting, HF voice position reports are
required and will resume as soon as possible. If the failure occurs prior to
initial contact with RADIO, do not use the term "ADS," and proceed with
normal HF voice reporting procedures.
• If problems are encountered with the system such as unable to logon or
all ads connections lost indicated on the ADS page: check the
SATCOM status or if prior to coast out and still within VHF coverage,
check center VHF radio in DATA. If still unable to continue with ADS,
initiate or resume HF voice position reports and send a data link op
problem report from the COMPANY main menu FREE TEXT MESSAGE
page. This is necessary so that a Continental data link analyst or Flight
Technical Pilot can review the problem and determine whether the problem
was related to an aircraft system or the ground ADS network.
• If advised, or crew becomes aware they have provided an incorrect atc
logon Flight ID, they shall terminate ADS by selecting the ADS page from
the MANAGER main menu, select ads off, then ads on, then re-logon
with the correct Flight ID. Both pilots will confirm the correct Flight ID on
the ATC main menu LOGON/STATUS page. This may also be an
effective technique in case of problems with the downlink of the ADS
reports. Resetting the system has worked in cases where SATCOM was
operational but the ADS reports stopped transmitting.
• Do not insert any non-ATC waypoints in the active route. This will
generate inappropriate position reports and increase the controller's
workload.
• ADS operations are exempt from all routine (wind and temperature) MET
report requirements.
• ADS reports transmit the aircraft's actual position.
Caution : If an OFFSET is executed for wake turbulence or weather,
the start and termination of the offset must be reported via
voice. (The Oceanic Controller must reconcile any
differences between a position report and the cleared route.)
777 Sec. 3-1 Page 129
Flight Manual Continental Rev. H/Ol/02 #9
• Leaving ADS airspace resume voice communications as instructed. The
ADS contract will be automatically terminated upon crossing the first
waypoint outside of ADS airspace.
• If there is an emergency, ATC expects voice procedures to be established at
the crew's earliest opportunity. On the ADS page, ads emergency on may
be selected. This causes an emergency position report to be transmitted
when selected, and each 30 minutes thereafter, until ads emergency off is
selected or ADS connections are lost. Exercise caution when viewing or
changing this selection.
Note : An Emergency ADS report in today's security conscious
environment that is not reconciled in a reasonable time via voice
may cause in-flight intercept procedures to be implemented, or
anti-terrorist planning actions on the ground. Communicate with
ATC as soon as possible via any means available if your flight
deviates off the cleared route or you have selected ads emergency
on. The following is an extract from a bulletin published recently
by Boeing:
... When an ADS Emergency indication is noted by ATC, and no follow-
up emergency measures (communication of divergence from track
and/or altitude) are observed from the aircraft, ATC will contact the
aircraft to confirm that selection of ADS emergency function was
intended. This communication will be via controller-pilot data link
communication (CPDLC), where available, and by voice in other areas.
The message will be a routine request with "CONFIRM ADS"
appended in free text.
If the emergency function was activated purposely, the crew should
acknowledge the uplink message by explaining the flight's status. If, for
any reason, clarification of aircraft status is not possible, the crew
should respond to the data request and leave ADS emergency function
selected to ON or should not respond at all. If the crew finds that the
function has been inadvertently activated, the function should be
selected to OFF and the response to A TC should by "ADS Reset " either
by CPDLC or voice.
The current emphasis on security is likely to result in unexpected
consequences if ADS is left in emergency and a reasonable, timely
explanation is not provided by the crew. Recently an aircraft was met
by anti-terrorist forces after the crew inadvertently selected the ADS
emergency function to ON, failed to respond to the ATC inquiry in the
standard way, and subsequently landed with the emergency function
still selected to ON. It should be noted that US armed forces may be
authorized to intercept aircraft suspected of being under the control of
unauthorized personnel.
Sec. 3-1 Page 130 7 77
Rev. 11/01/02 #9 Continental Flight Manual
• When logged on in the North Atlantic, 2 ADS contracts are established
with the aircraft: an EVENT contract, for reporting FMC waypoints; and a
PERIODIC contract, set at 30 minute intervals for reporting position, wind,
and temperature.
• Radio Operators may use terms such as Oceanic Control Area (OCA),
Area Control Center (ACC), or Flight Information Region (FIR), in
describing the next Air Traffic Service Provider
CPDLC Procedures
Logon
Logon procedures for CPDLC are identical to the ADS logon procedures. (If
operating in an FIR with both CPDLC and ADS capabilities, only one logon
would be required.)
When CPDLC connection is established:
• Four letter identifier displays at active center line on LOGON/STATUS
page.
• established displays at the atc connection line.
• Communication message atc comm established with xxxx appears in ATC
uplink message block of EICAS display.
• Hi/Lo chime sounds.
• Next center is displayed only when controller initiates handoff procedures.
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
1234Z
LOGON / STATUS
ACTIVE CENTER:
KZAK
NEXT CENTER:
PAZA
ATC CONNECTION: ESTABLISHED
LOGON TO: KZAK
FLIGHT NUMBER: COA7
TAIL NUMBER: N78005 AIRLINE: CO
RESET
RETURN EXIT
777TB0OML
LOGON / STATUS PAGE
FOLLOWING SUCCESSFUL LOGON
777 Sec. 3-1 Page 131
Flight Manual Continental Rev. H/Ol/02 #9
Note : Subsequent ATC connections are automatic, next center station
identifier transfers to active center window on the ATC main menu
LOGON/STATUS page, accompanied by an ATC uplink message
block message and chime.
• ATC
ATC COMM ESTABLISHED
WITH PAZA
1234Z CANCEL
; Fuel Display ;
777TB0001 K
Position Report Send
Select POSITION REPORT page from ATC main menu and select send.
Per controller protocol, no further communication from ATC occurs until
the flight crew has sent a position report. This also applies to transiting an
FIR boundary from one data authority (CPDLC FIR) to another. Note the
term data authority is used to denote the controlling ATC facility.
CPDLC Airspace
15 - 45 minutes prior to entering CPDLC airspace:
Appropriate Radio Communications Operator Contact
Crews must contact the appropriate radio facility to obtain the VHF or HF
frequency or frequencies required for backup communications in the next
FIR/OCA. On initial contact with this facility, identify the flight by using
the call sign "CONTINENTAL XXXX CPDLC." This alerts the radio
operator that subsequent reports will be via datalink. Obtain a normal
SELCAL check. A SELCAL / radio watch must be maintained.
Note : SATCOM voice is not considered an acceptable backup to
datalink communications during CPDLC operations. If CPDLC
fails, revert to VHF if available, HF, then SATCOM.
Note : SATCOM calls are most often routed to a supervisor or flight data
position. Communication directly with a controller may take some
time.
Prior to each flight segment in CPDLC airspace:
Correct RNP Value (on POS REF page 2/3)
VERIFY
Sec. 3-1 Page 132 7 77
Rev. 11/01/02 #9 Continental Flight Manual
Responding To ATC Uplink Clearances
The following procedure is mandatory. It serves as an error management tool
and works to ensure misunderstandings are avoided in the evaluation and
execution of an ATC clearance.
When an ATC uplink clearance message is received:
PM: COMM Display Switch SELECT
New datalink clearance message displays automatically.
PF, PM: Uplink Clearance SILENTLY REVIEW CLEARANCE
PF, PM: Uplink Clearance REVIEW, DISCUSS, EVALUATE
Discuss and agree on the action to take: accept, reject, standby.
Utilize standby key if additional time is needed to evaluate the uplink.
PF: MCP/FMC SET / LOAD (DO NOT EXECUTE)
New setting must not be executed until the uplink has been accepted.
PF, PM: MCP/FMC Entries VERIFY
Using crew feedback feature, observe correctly entered value changes from
white to green within ATC uplink message block. For altitude changes,
both pilots also verbalize and point to the MCP window value.
Note : Uplink message clearance value turns green when correctly
entered even for conditional clearances (e.g., at mow climb and
MAINTAIN FL350).
777 Sec. 3-1 Page 133
Flight Manual Continental Rev. H/Ol/02 #9
If Clearance is a route change:
PF: LOAD FMC Key SELECT
To view the load fmc prompt, the uplinked message must be opened on the
MFD.
Loads data directly into the FMC and creates a MOD in the active route.
ATC
INFORMATION 1 COMPANY
REVIEW
MANAGER || NEW MESSAGES |
2353Z
DIRECT
DIRECT
DIRECT
DIRECT
DIRECT
DIRECT
ATC UPLINK
N56E166
N47E159
N46E153
N43E147
N38E143
SNAIL
ACCEPT L0AD
ACCEPT FMC
PRINT [iTANDBY r R e E s J s E 0 C n T s REJECT
777TB0001 N
PF, PM: Uplinked Data REVIEW, DISCUSS, EVALUATE
Evaluate the uplinked route change by observing the modified route on the
map display. Do not execute until decision to accept is made (ensure
execute light remains on during evaluation).
If decision is to accept uplink:
PM: ACCEPT Key / ACPT Switch SELECT
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
1228Z CLIMB AND MAINTAIN FL350
ATC
ACCEPT
PRINT
REJECT pr ip rT
REASONS rscJCO 1
777TBU001S
PF: MCP/FMC Entries EXECUTE, IF APPLICABLE
Execute the change using established procedures.
Sec. 3-1 Page 134 7 77
Rev. 11/01/02 #9 Continental Flight Manual
If decision is to reject uplink:
PM: REJECT REASONS Key SELECT
Select preset reason for rejecting clearance if possible. Use free text box
only if preset reasons are inadequate.
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
1228Z CLIMB AND MAINTAIN FL350
ATC
ACCEPT
PRINT
REASONS REJECT
Note : Selecting due to weather increases the priority of the message at
the controller's workstation.
Note : Free text messages cannot be loaded into the FMC and do not
have crew feedback capability. Pre-formatted messages are
preferable in order to limit usage of unfamiliar abbreviations
and/or phrases.
PM: REJECT Key / RJCT Switch SELECT
Sends (downlinks) rejection reason to ATC.
ATC ll FLIGHT
|| INFORMATION
COMPANY
REVIEW | MANAGER
NEW MESSAGES
1234Z REJECT REASONS
|~~l DUE TO AIRCRAFT PERFORMANCE
0 DUE TO WEATHER
|~~l NOT CONSISTENT, PLEASE RE-SEND
FREE TEXT:
RESET RETURN REJECT
Ill
Flight Manual
Continental
Sec. 3-1 Page 135
Rev. 11/01/02 #9
PM: CANCEL Key / CANC Switch SELECT
Clears ATC message on MFD and ATC memo message on the upper
EICAS (if no other pending messages in queue).
777TB0001R
Automatic (Armed) Reporting To ATC
Use armed reports to automatically send reports to ATC whenever a requested
report has been received, e.g., report reaching FL350.
After the original datalink clearance has been accepted and executed:
PM: EXIT fNFO Key SELECT
ACCEPTED
EXIT
INFO
PM: DISPLAY REPORT Key SELECT
The pending downlink request portion of the ATC message is displayed.
DISPLAY
REPORT
CANCEL
777TB0001O
PM: ARM Key SELECT
Once the ATC request has been achieved, a report is automatically sent to
ATC and the crew receives a confirming message.
ATC
REVIEW
REACHING FL350
FLIGHT
INFORMATION
MANAGER
ATC REPORT
COMPANY
NEW MESSAGES
■SEL1D DELEIE print &BM RFTl IRM hanhfi
Sec. 3-1 Page 136 7 77
Rev. 11/01/02 #9 Continental Flight Manual
Note : The arm key may also be accessed via the ATC REQUESTED
REPORTS page under the ATC main menu. The page is
normally inhibited until an ATC REQUESTED REPORT is
uplinked, thereby removing the inhibit.
Note : Selecting the send key instead of the arm key sends the report
immediately rather than following achievement of the request.
Pilot Initiated Requests
Use ATC main menu to make applicable requests to ATC (clearance request
key is not currently used in FANS operations). Use the second page of the
altitude and route request selections to explain the reason for those requests.
As for the REJECT REASONS page, selecting due to weather increases the
priority of the message at the controller's workstation.
To query ATC on the status of a downlinked request (after a reasonable amount
of time), use the when can we expect key rather than re-sending the same
request. The system cannot accept two open requests from the same request
key page.
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
ATC
altitude
request
WHEN CAN WE
EXPECT
EMERGENCY
REPORT
ROUTE
REQUEST
VOICE CONTACT
REQUEST
ATC REQUESTED
REPORTS...
SPEED
REQUEST
LOGON / STATUS
POSITION
REPORT
CLEARANCE
REQUEST
FREE TEXT
MESSAGE
77710014
Descent
Prior to each flight segment in FANS airspace:
Correct RNP Value (on POS REF page 2/3) VERIFY
777 Sec. 3-1 Page 137
Flight Manual Continental Rev. H/Ol/02 #9
CPDLC Quick Reference Guides
CPDLC Operations
Use this table as a memory jogger regarding CPDLC related actions within
normal procedures while operating CPDLC flights.
When
Who
Action
F/O
FMC Initialization Complete
F/O
Route, Winds Load, Execute
Preflight
C.F/0
RNP Verify / Correct
On POS REF page 2/3, verify default or correct values set, if
appropriate.
F/O
ATC LOGON/STATUS Page Data Verify / Enter
Verify / enter flight number exactlv as shown on ICAO flight
plan, registration number from SELCAL placard, and airline
code CO.
F/O
ATC Facility Code Enter And Send
(If CPDLC logon available on ground)
PM
ATC Facility Code Enter And Send
(If not previously accomplished)
Log on 1 5 - 45 minutes prior to FIR.
Cruise
PF,
PM
RNP Verify correct for route segment, if applicable.
PM
ATC COMM Monitor
Use as necessary for clearances, requests, etc.
PF
WINDS Request, update as necessary
(After 0600Z and 1800Z)
Descent
PF,
PM
RNP Verify RNP correct for route segment,
or default, if applicable.
Sec. 3-1 Page 138 7 77
Rev. 11/01/02 #9 Continental Flight Manual
CPDLC Uplink Message Procedures
The following SOP is the expected response to an ATC CPDLC clearance.
Accomplish these steps carefully when responding to ATC uplink messages.
PF
MFD COMM Display Switch
Select
PF, PM
Uplink Message
Read Independently And Silently
PF,PM
Uplink Message
Review, Discuss, Evaluate
PF
MCP/FMC
Set / Load (do not execute)
PF, PM
MCP / FMC Entries
Verify
PM
Uplink Data
ACCEPT or REJECT
PF
MCP/FMC Entries
Execute, if applicable
777 Sec. 3-1 Page 139
Flight Manual Continental Rev. H/Ol/02 #9
Abbreviations / Acronyms
ACC
Area Control Center
ADS
Automatic Dependent Surveillance
AFN
ATS Facilities Notification
AFTN
Aeronautical Fixed Telecommunications Network
ANP
Actual Navigation Performance
ARINC
Aeronautical Radio Inc.
ATM
Air Traffic Management
ATS
Air Traffic Service
CADS
Central ADS System
CLA
Clearance
CNS
Communication, Navigation and Surveillance
CPDLC
Controller to Pilot Data Link Communications
DARPS
Dynamic Air Route Planning System
FANS
Future Air Navigation System
FIR
Flight Information Region
GES
Ground Earth Station
GNSS
Global Navigation Satellite System
GP
General Purpose (radio relay service)
GPS
Global Positioning System
HGA
High Gain Antenna
INMARSAT
International Maritime Satellite
LDOC
Long Distance Operational Control
LGA
Low Gain Antenna
NAR
North American Route
OCA
Oceanic Control Area
OCD
Oceanic Clearance Delivery
PETAL
Preliminary European Trials of Air Ground Data Link
RCL
Request Clearance
RNP
Required Navigation Performance
RTA
Required Time Of Arrival
SATCOM
Satellite Communication
TDM
Track Detail Message
UAC
Upper Airspace Control
Sec. 3-1 Page 140 7 77
Rev. 11/01/02 #9 Continental Flight Manual
INTENTIONALLY LEFT BLANK
777 Sec. 3-1 Page 141
Flight Manual Continental Rev. H/Ol/02 #9
CPDLC MESSAGES
CPDLC Message Intent
This section contains a complete listing of all "canned" CPDLC message
elements, and a description of the message intent. The Message Intent column
is a legal description of the official message intent (meaning) for the Message
Element column. The UL and DL numbers are simply used for reference
purposes to identify a specific message / group and are not necessarily in
sequence.
Response Requirements Key
TYPE
CLOSURE RESPONSES
W/U
WILCO KcptI or UNABLE |rjct| will close the uplink message.
A/N
AFFIRM ^vcPTj or NEGATIVE |rjct| will close the uplink message.
R
ROGER, will close the uplink message.
NE
Most messages with an NE attribute require an operational response. Only the
correct operational response is presented to the pilot. The uplink message is
considered to be closed on sending and does not require a response to close
the dialogue. The WILCO, UNABLE, AFFIRM, NEGATIVE, ROGER, and
STANDBY responses are not enabled for pilot selection.
Y
Response required.
N
Response not required.
Note : Under some circumstances, an error message will also close an
uplink message.
Uplink (UL) - Responses And Acknowledgements
UL
MESSAGE
ELEMENT
MESSAGE INTENT
RESPONSE
0
UNABLE
Indicates that ATS cannot comply with the request.
NE
1
STANDBY
Indicates that ATS has received the message and
will respond.
The pilot is informed that the request is being
assessed and there will be a short-term delav
(within 10 minutes). The exchange is not closed
and the request will be responded to when
conditions allow.
NE
2
REQUEST
DEFERRED
Indicates that ATS has received the request but it
has been deferred until later.
The pilot is informed that the request is being
assessed and a lonq-term delav can be expected.
The exchange is not closed and the request will be
responded to when conditions allow.
NE
3
ROGER
Indicates that ATS has received and understood the
message.
NE
4
AFFIRM
Yes
NE
5
NEGATIVE
No
NE
Sec. 3-1 Page 142 777
Rev. 11/01/02 #9 Continental Flight Manual
Uplink (UL) - Vertical Clearances
1 II
UL
MtooAbt
ELEMENT
MtoOAbt IN 1 tPJ 1
Dcconucc
6
EXPECT
Taltitudpl
1 CI 1 LI LUUCJ
Notification that a level change instruction should
be expected.
R
7
EXPECT
CLIMB AT
[tilT)6]
Notification that an instruction should be expected
for the aircraft to commence climb at the specified
time.
R
8
EXPECT
CLIMB AT
[position]
Notification that an instruction should be expected
for the aircraft to commence climb at the specified
position.
R
9
EXPECT
DESCENT AT
[time]
Notification that an instruction should be expected
for the aircraft to commence descent at the
specified time.
R
10
EXPECT
DESCENT AT
[position]
Notification that an instruction should be expected
for the aircraft to commence descent at the
specified position.
R
11
EXPECT
CRUISE CLIMB
AT [time]
Notification that an instruction should be expected
for the aircraft to commence cruise climb at the
specified time.
Due to different interpretations between the
various ATS units this element should be avoided.
R
12
EXPECT
CRUISE CLIMB
AT [position]
Notification that an instruction should be expected
for the aircraft to commence cruise climb at the
specified position.
Due to different interpretations between the
various ATS units this element should be avoided.
R
13
AT [time]
EXPECT
PI IMR TO
[altitude]
Notification that an instruction should be expected
for the aircraft to commence climb at the specified
time to the specified level.
R
14
AT [position]
EXPECT
PI IMR TPi
[altitude]
Notification that an instruction should be expected
for the aircraft to commence climb at the specified
position to the specified level.
R
15
AT [time]
EXPECT
DESCENT TO
[altitude]
Notification that an instruction should be expected
for the aircraft to commence descent at the
specified time to the specified level.
R
16
AT [position]
EXPECT
DESCENT TO
[altitude]
Notification that an instruction should be expected
for the aircraft to commence descent at the
specified position to the specified level.
R
17
AT [time]
EXPECT
CRUISE CLIMB
TO [altitude]
Notification that an instruction should be expected
for the aircraft to commence cruise climb at the
specified time to the specified level.
Due to different interpretations between the
various ATS units, this element should be avoided.
R
18
AT [position]
EXPECT
CRUISE CLIMB
TO [altitude]
Notification that an instruction should be expected
for the aircraft to commence cruise climb at the
specified position to the specified level.
Due to different interpretations between the
various ATS units, this element should be avoided.
R
777 Sec. 3-1 Page 143
Flight Manual Continental Rev. H/Ol/02 #9
19
MAINTAIN
[altitude]
Instruction to maintain the specified level.
W/l 1
vv/ u
20
CLIMB TO AND
MAINTAIN
[dlUlUUcJ
Instruction that a climb to the specified level is to
commence and the level is to be maintained when
reached.
w/u
21
AT [time]
CLIMB TO AND
MAINTAIN
[dllllUUoJ
Instruction that at the specified time, a climb to the
specified level is to commence and once reached
the specified level is to be maintained.
w/u
22
AT [position]
CLIMB TO AND
MAINTAIN
[altitude]
Instruction that at the specified position, a climb to
the specified level is to commence and once
reached the specified level is to be maintained.
w/u
£.0
UtoLftINU 1 U
AND
MAINTAIN
[altitude]
Inctri mtirin that a rlocront t/"^ tho c; no/^ifioH Iowa! ic tri
II loll UULIUI 1 LI Id L a UCoUellL LU 11 Ic ofJcl_.ll IcU level lb LU
commence and the level is to be maintained when
reached.
\A//I 1
W/U
24
AT [time]
nccrcMn to
UtoLtNU 1 V
AND
MAINTAIN
[altitude]
Instruction that at the specified time a decent to the
^nprifipH Ipvpl tn rnmmpnrp anrt nnrp rpjarhprl
oLfCOIIICu ICVC lo LU 1>U 1 II 1 ICI IOC dl l\J \Jl 1 Vj~ 1 COO ICU
the specified level is to be maintained.
w/u
ZD
AT [position]
DESCEND TO
AND
MAINTAIN
rpltiti irlol
[cmllUUcJ
Instruction that at the specified position a descent
to the specified level is to commence and when the
specified level is reached it is to be maintained.
VA//I 1
vv/u
26
CLIMB TO
REACH
[altitude] BY
[tilT16]
Instruction that a climb is to commence at a rate
such that the specified level is reached at or before
the specified time.
W/U
27
CLIMB TO
REACH
[altitude] BY
[LjUblllUl IJ
Instruction that a climb is to commence at a rate
such that the specified level is reached at or before
the specified position.
w/u
28
DESCEND TO
REACH
[altitude] BY
Instruction that a descent is to commence at a rate
such that the specified level is reached at or before
the specified time.
w/u
29
DESCEND TO
REACH
[altitude] BY
[position]
Instruction that a descent is to commence at a rate such
that the specified level is reached at or before the specified
position.
w/u
30
MAINTAIN
BLOCK
[altitude] TO
[altitude]
A level within the specified vertical range is to be maintained.
w/u
Sec. 3-1 Page 144 777
Rev. 11/01/02 #9 Continental Flight Manual
31
CLIMB TO
AND
MAINTAIN
[altitude] TO
[altitude]
Instruction that a dimb to a level within the specified vertical
range is to commence.
W/U
32
DESCEND TO
AND
MAINTAIN
BLOCK
[altitude] TO
[altitude]
Instruction that a descent to a level within the specified
vertical range is to commence.
W/U
33
CRUISE
[altitude]
Instruction that authorizes a pilot to conduct flight at any
altitude from the minimum altitude up to and including the
altitude specified in the clearance. Further, it is approval tor
the pibt to proceed to and make an approach at the
destination airport
This element will only be used in the Oakland FIR.
34
CRUISE CLIMB
TO [altitude]
A cruise climb is to commence and continue until the
specified level is reached.
Due to different interpretations between the various A TS
units, this element should be avoided.
W/U
35
CRUISE CLIMB
ABOVE
[altitude]
A cruise dimb can commence once above the specified
level.
Due to different interpretations between the various A TS
units, this element should be avoided.
W/U
OD
FYPFniTF
CArCUl 1 C
CLIMB TO
[altitude]
Thp Himh tn thp ^npnifipn 1 Ipvpl <?hm ilH hp marlp 3t thp
1 1 IG 1 IU iXJ U IG oLJGLilllGU IGVGI ol kJG 1 1 IdUG dl U IG
aircraft's best rate.
\A//I 1
V V/ u
^7
o I
FYPFniTF
CArCUl 1 n.
DESCENT TO
[altitude]
Thp Hpcy-^ant tn thp ^npnifiprl Ip\/pI ^hni ilrt hp maHp at thp
aircraft's best rate.
\A//I 1
V V/ U
oo
IMMFPllATFI V
llvllVICLJIM 1 C_L_ T
CLIMB TO
[altitude]
1 Irripnt inerfn irtinn tn immpHiatpK/ rJimh tn thp ^nprifiprl Ip\/pI
wi yci il ii iou uouui i isj ii i ii i idjicudy mil i iu uj u ic opcoiiicvj icvci.
\A//I 1
V V/ U
39
IMMEDIATELY
nF^PFND TO
[altitude]
Urgent instruction to immediately descend to the specified
level.
W/U
40
IMMEDIATELY
STOP CLIMB
AT [altitude]
Urgent instruction to immediately stop a dimb once the
specified level is reached.
W/U
41
IMMEDIATELY
STOP
DESCENT AT
[altitude]
Urgent instruction to immediately stop a descent once the
specified level is reached.
W/U
777 Sec. 3-1 Page 145
Flight Manual Continental Rev. H/Ol/02 #9
171
CLIMB AT [vertical rate]
MINIMUM
Instruction to climb at not less than the
specified rate
W/U
172
CLIMB AT [vertical rate]
MAXIMUM
Instruction to dimb at not above the
specified rate.
W/U
173
DESCEND AT [vertical rate]
MINIMUM
Instruction to descend at not less than
the specified rate.
W/U
174
DESCEND AT [vertical rate]
MAXIMUM
Instruction to descend at not above the
specified rate.
W/U
Uplink (UL) - Crossing Constraints
UL
MESSAGE ELEMENT
MESSAGE INTENT
RESPONSE
42
EXPECT TO CROSS
[position] AT [altitude]
Notification that a level change
instruction should be expected
which will require the specified
position to be crossed at the
specified level.
R
43
EXPECT TO CROSS
[position] AT OR ABOVE
[altitude]
Notification that a level change
instruction should be expected
which will require the specified
position to be crossed at or above
the specified level.
R
44
EXPECT TO CROSS
[position] AT OR BELOW
[altitude]
Notification that a level change
instruction should be expected
which will require the specified
position to be crossed at or below
the specified level.
R
45
EXPECT TO CROSS
[position] AT AND
MAINTAIN [altitude]
Notification that a level change
instruction should be expected
which will require the specified
position to be crossed at the
specified level which is to be
maintained subsequently.
R
46
CROSS [position] AT
[altitude]
The specified position is to be
crossed at the specified level. This
may require the aircraft to modify its
climb or descent profile.
W/U
47
CROSS [position] AT OR
ABOVE [altitude]
The specified position is to be
crossed at or above the specified
level.
W/U
48
CROSS [position] AT OR
BELOW [altitude]
The specified position is to be
crossed at or below the specified
level.
W/U
49
CROSS [position] AT
AND MAINTAIN [altitude]
Instruction that the specified
position is to be crossed at the
specified level and that level is to be
maintained when reached.
W/U
50
CROSS [position]
BETWEEN [altitude] AND
[altitude]
The specified position is to be
crossed at a level between the
specified levels.
W/U
51
CROSS [position] AT
[time]
The specified position is to be
crossed at the specified time.
W/U
52
CROSS [position] AT OR
BEFORE [time]
The specified position is to be
crossed at or before the specified
time.
W/U
Sec. 3-1 Page 146 777
Rev. 11/01/02 #9 Continental Flight Manual
53
CROSS [position] AT OR
AFTER [time]
The specified position is to be
crossed at or after the specified
time.
W/U
54
CROSS [position]
BETWEEN [time] AND
[time]
The specified position is to be
crossed at a time between the
specified times.
W/U
55
CROSS [position] AT
[speed]
The specified position is to be
crossed at the specified speed and
the specified speed is to be
maintained until further advised.
W/U
56
CROSS [position] AT OR
LESS THAN [speed]
The specified position is to be
crossed at a speed equal to or less
than the specified speed and the
specified speed or less is to be
maintained until further advised.
W/U
57
CROSS [position] AT OR
GREATER THAN [speed]
The specified position is to be
crossed at a speed equal to or
greater than the specified speed and
the specified speed or greater is to
be maintained until further advised.
W/U
58
CROSS [position] AT
[time] AT [altitude]
The specified position is to be
crossed at the specified time and
the specified level.
W/U
59
CROSS [position] AT OR
BEFORE [time] AT
[altitude]
The specified position is to be
crossed at or before the specified
time and at the specified level.
W/U
60
CROSS [position] AT OR
AFTER [time] AT [altitude]
The specified position is to be
crossed at or after the specified time
and at the specified level.
W/U
61
CROSS [position] AT
AND MAINTAIN [altitude]
AT [speed]
Instruction that the specified
position is to be crossed at the
specified level and speed and the
level and speed are to be
maintained.
W/U
62
AT [time] CROSS
[position] AT AND
MAINTAIN [altitude]
Instruction that at the specified time
the specified position is to be
crossed at the specified level and
the level is to be maintained.
W/U
63
AT [time] CROSS
[position] AT AND
MAINTAIN [altitude] AT
[speed]
Instruction that at the specified time
the specified position is to be
crossed at the specified level and
speed and the level and speed are
to be maintained.
W/U
777 Sec. 3-1 Page 147
Flight Manual Continental Rev. H/Ol/02 #9
Uplink (UL) - Lateral Offsets
UL | MESSAGE ELEMENT
MESSAGE INTENT | RESPONSE i
64
OFFSET [direction]
[distance offset] OF
ROUTE
Instruction to fly a parallel track to
the cleared route at a
displacement of the specified
distance in the specified direction.
W/U
65
AT rnositinnl OFFSFT
r\ 1 |_|juoi liui ij wnnoi^ I
[direction] [distance offset]
OF ROUTE
Instruction trt flv a narallpl track tn
11 1011 uijiiui 1 l^j iiy a f-JO 1 a i i^i uaoi\ iu
the cleared route at a
displacement of the specified
distance in the specified direction
and commencing at the specified
position.
W/U
66
AT [time] OFFSET
[direction] [distance offset]
OF ROUTE
Instruction to fly a parallel track to
the cleared route at a
displacement of the specified
distance in the specified direction
and commencing at the specified
time.
W/U
67
PROCEED BACK ON
ROUTE
The cleared flight route is to be
rejoined.
W/U
68
REJOIN ROUTE BY
[position]
The cleared flight route is to be
rejoined at or before the specified
position.
W/U
69
REJOIN ROUTE BY [time]
The cleared flight route is to be
rejoined at or before the specified
time.
W/U
70
EXPECT BACK ON
ROUTE BY [position]
Notification that a clearance may
be issued to enable the aircraft to
rejoin the cleared route at or
before the specified position.
R
71
EXPECT BACK ON
ROUTE BY [time]
Notification that a clearance may
be issued to enable the aircraft to
rejoin the cleared route at or
before the specified time.
R
72
RESUME OWN
NAVIGATION
Instruction to resume own
navigation following a period of
tracking or heading clearances.
May be used in conjunction with
an instruction on how or where to
rejoin the cleared route.
W/U
Sec. 3-1 Page 148 777
Rev. 11/01/02 #9 Continental Flight Manual
Uplink (UL) - Route Modifications
MESSAGE ELEMENT
73
[predeparture clearance]
Notification to the aircraft of the
instructions to be followed from
departure until the specified
clearance limit.
W/U
74
PROCEED DIRECT TO
[position]
Instruction to proceed directly
from the present position to the
specified position.
W/U
75
WHEN ABLE PROCEED
DIRECT TO [position]
Instruction to proceed, when able,
directly to the specified position.
W/U
76
AT [time] PROCEED
DIRECT TO [position]
Instruction to proceed, at the
specified time, directly to the
specified position.
W/U
77
AT [position] PROCEED
DIRECT TO [position]
Instruction to proceed, at the
specified position, directly to the
next specified position.
W/U
78
AT [altitude] PROCEED
DIRECT TO [position]
Instruction to proceed, upon
reaching the specified level,
directly to the specified position.
W/U
79
CLEARED TO [position]
VIA [route clearance]
Instruction to proceed to the
specified position via the specified
route.
W/U
80
CLEARED [route
clearance]
Instruction to proceed via the
specified route.
W/U
81
CLEARED [procedure
name]
Instruction to proceed in
accordance with the specified
procedure.
W/U
82
CLEARED TO DEVIATE
UP TO [direction] [distance
offsetl OF ROUTE
Approval to deviate up to the
specified distance from the
cleared route in the specified
direction.
W/U
83
AT [position] CLEARED
[route clearance]
Instruction to proceed from the
specified position via the specified
route.
W/U
84
AT [position] CLEARED
[procedure name]
Instruction to proceed from the
specified position via the specified
procedure.
W/U
85
EXPECT [route clearance]
Notification that a clearance to fly
on the specified route may be
issued.
R
86
AT [position] EXPECT
[route clearance]
Notification that a clearance to fly
on the specified route from the
specified position may be issued.
R
87
EXPECT DIRECT TO
[position]
Notification that a clearance to fly
directly to the specified position
may be issued.
R
777 Sec. 3-1 Page 149
Flight Manual Continental Rev. H/Ol/02 #9
88
AT [position] EXPECT
DIRECT TO [position]
Notification that a clearance to fly
directly from the first specified
position to the next specified
position may be issued.
R
89
AT [time] EXPECT
DIRECT TO [position]
Notification that a clearance to fly
directly to the specified position
commencing at the specified time
may be issued.
R
90
AT [altitude] EXPECT
DIRECT TO [position]
Notification that a clearance to fly
directly to the specified position
commencing when the specified
level is reached may be issued.
R
91
HOLD AT [position]
MAINTAIN [altitude]
INBOUND TRACK
[degrees][direction] TURN
LEG TIME [leg type]
Instruction to enter a holding
pattern with the specified
characteristics at the specified
position and level.
W/U
92
HOLD AT [position] AS
PUBLISHED MAINTAIN
[altitude]
Instruction to enter a holding
pattern with the published
characteristics at the specified
position and level.
W/U
93
EXPECT FURTHER
CLEARANCE AT [time]
Notification that an onwards
clearance may be issued at the
specified time.
R
94
TURN [direction] HEADING
[degrees]
Instruction to turn left or right as
specified onto the specified
heading.
W/U
95
TURN [direction] GROUND
TRACK [degrees]
Instruction to turn left or right as
specified onto the specified track.
W/U
96
FLY PRESENT HEADING
Instruction to continue to fly on
the current heading.
W/U
97
AT [position] FLY
HEADING [degrees]
Instruction to fly on the specified
heading from the specified
position.
W/U
98
IMMEDIATELY TURN
[direction] HEADING
[degrees]
Instruction to turn immediately left
or right as specified onto the
specified heading.
W/U
99
EXPECT [procedure name]
Notification that a clearance may
be issued for the aircraft to fly the
specified procedure.
R
178
TRACK DETAIL
MESSAGE
Message not defined.
Sec. 3-1 Page 150 777
Rev. 11/01/02 #9 Continental Flight Manual
Uplink (UL) - Speed Changes
MESSAGE ELEMENT
100
AT [time] EXPECT [speed]
Notification that a speed instruction
may be issued to be effective at
the specified time.
R
101
AT [position] EXPECT
[speed]
Notification that a speed instruction
may be issued to be effective at
the specified position.
R
102
AT [altitude] EXPECT
[speed]
Notification that a speed instruction
may be issued to be effective at
the specified level.
R
103
AT [time] EXPECT [speed]
L J L v J
TO [speed]
Notification that a speed range
instruction may be issued to be
effective at the specified time.
R
104
AT [position] EXPECT
[speed] TO [speed]
Notification that a speed range
instruction may be issued to be
effective at the specified position.
R
105
AT [altitude] EXPECT
[speed] TO [speed]
Notification that a speed range
instruction may be issued to be
fifffar^tivp at thp QnPf^ifipH Ip\/pI
CMcOLlVt; dl LI IU oLJUOIIIUU level.
R
I VJO
MAINTAIN r<5npprll
The specified speed is to be
maintained.
W/U
107
MAINTAIN PRESENT
SPEED
The present speed is to be
1 1 Idli lldl[lfc!U .
w/u
108
MAINTAIN [speed] OR
GREATER
The specified speed or a greater
speed is to be maintained.
W/U
109
MAINTAIN [speed] OR
LESS
The specified speed or a lesser
speed is to be maintained.
w/u
110
MAINTAIN [speed] TO
[speed]
A speed within the specified range
is to be maintained.
w/u
111
INCREASE SPEED TO
rcnppHl
[0|JCCUJ
The present speed is to be
increased to the specified speed
and maintained until further
advised.
w/u
112
INCREASE SPEED TO
[speed] OR GREATER
The present speed is to be
increased to the specified speed or
greater, and maintained at or
above the specified speed until
further advised.
w/u
113
REDUCE SPEED TO
[speed]
The present speed is to be
reduced to the specified speed and
maintained until further advised.
w/u
114
REDUCE SPEED TO
[speed] OR LESS
The present speed is to be
reduced to the specified speed or
less and maintained at or below
the specified speed until further
advised.
w/u
115
DO NOT EXCEED [speed]
The specified speed is not to be
exceeded.
w/u
116
RESUME NORMAL
SPEED
Notification that the aircraft need
no longer comply with the
previously issued speed restriction.
w/u
777 Sec. 3-1 Page 151
Flight Manual Continental Rev. H/Ol/02 #9
Uplink (UL) - Contact / Monitor / Surveillance Requests
MESSAGE INTENT | RESPONSE
117
CONTACT
[icaounitname][frequency]
The pilot is required to call the
ATS facility on the specified
frequency.
W/U
118
AT [position] CONTACT
[icaounitname] [frequency]
At the specified position the ATS
unit with the specified ATS unit
name is to be contacted on the
specified frequency.
W/U
119
AT [time] CONTACT
[icaounitname] [frequency]
At the specified time the ATS unit
with the specified ATS unit name
is to be contacted on the specified
frequency.
W/U
120
MONITOR
[icaounitname][frequency]
The pilot is required to monitor
the specified ATS facility on the
specified frequency. The Pilot is
not required to check in.
W/U
121
AT [position] MONITOR
[icaounitname] [frequency]
At the specified position the ATS
unit with the specified ATS unit
name is to be monitored on the
specified frequency.
W/U
122
AT [time] MONITOR
[icaounitname] [frequency]
At the specified time the ATS unit
with the specified ATS unit name
is to be monitored on the
specified frequency.
W/U
123
SQUAWK [beacon code]
The specified code (SSR code) is
to be selected.
W/U
124
STOP SQUAWK
The SSR transponder responses
are to be disabled.
W/U
125
SQUAWK ALTITUDE
The SSR transponder responses
should include level information.
W/U
126
STOP ALTITUDE
SQUAWK
The SSR transponder responses
should no longer include level
information.
W/U
179
SQUAWK IDENT
The 'ident' function on the SSR
transponder is to be actuated.
W/U
Sec. 3-1 Page 152 777
Rev. 11/01/02 #9 Continental Flight Manual
Uplink (UL) - Report / Confirmation Requests
127
REPORT BACK ON
ROUTE
Instruction to report when the aircraft is
back on the cleared route.
R
128
REPORT LEAVING
[altitude]
Instruction to report when the aircraft has
left the specified level. Either a level that
has been maintained, or a level passed
through on climb or descent.
R
129
REPORT LEVEL
[altitude]
Instruction to report when the aircraft is in
level flight at the specified level.
R
175
REPORT REACHING
[altitude]
Instruction to report when the aircraft has
reached the specified level.
To be interpreted as "Report reaching an
assigned level. "
R
180
REPORT REACHING
BLOCK [altitude] TO
[altitude]
Instruction to report when the aircraft is
within the specified vertical range.
R
130
REPORT PASSING
[position]
Instruction to report when the aircraft
has passed the specified position.
R
181
REPORT DISTANCE
[to/from] [position]
Instruction to report the present distance
to or from the specified position.
NE
131
REPORT REMAINING
FUEL AND SOULS ON
BOARD
Instruction to report the amount of fuel
remaining and the number of persons on
board.
NE
132
CONFIRM POSITION
Instruction to report the present position.
NE
133
CONFIRM ALTITUDE
Instruction to report the present level.
NE
134
CONFIRM SPEED
Instruction to report the present speed.
NE
135
CONFIRM ASSIGNED
ALTITUDE
Instruction to confirm and acknowledge
the currently assigned level.
NE
136
CONFIRM ASSIGNED
V»s v-/ INI 1 1 \l V 1 / \*wJ O 1 \ J 1 N L. 1— '
SPEED
Instruction to confirm and acknowledge
the currently assigned speed.
NE
137
CONFIRM ASSIGNED
\s \y ini 1 1 \i v i nu o i \ j i i_/
ROUTE
Instruction to confirm and acknowledge
the currently assigned route.
NE
138
CONFIRM TIME
OVER REPORTED
WAYPOINT
Instruction to confirm the previously
ran/irtcH tirvio n\/or tVio loot roni""\r+csH
IcpUllcU lime Uvel lllc Idbl TcpUllcU
waypoint.
NE
139
OAK I I — I I — k H A
CONFIRM
REPORTED
WAYPOINT
Instruction to confirm the identity of the
previously reported waypoint.
NE
140
CONFIRM NEXT
WAYPOINT
Instruction to confirm the identity of the
next waypoint.
NE
141
CONFIRM NEXT
WAYPOINT ETA
Instruction to confirm the previously
reported estimated time at the next
waypoint.
NE
142
CONFIRM ENSUING
WAYPOINT
Instruction to confirm the identity of the
next plus one waypoint.
NE
143
CONFIRM REQUEST
The request was not understood. It
should be clarified and resubmitted.
NE
144
CONFIRM SQUAWK
Instruction to report the currently
selected transponder code.
NE
777 Sec. 3-1 Page 153
Flight Manual Continental Rev. H/Ol/02 #9
145
CONFIRM HEADING
Instruction to report the present heading.
NE
146
CONFIRM GROUND
TRACK
Instruction to report the present ground
track.
NE
182
CONFIRM ATIS CODE
Instruction to report the identification
code of the last ATIS received.
NE
147
REQUEST POSITION
REPORT
Instruction to make a position report.
To be used if the controller does not
receive a scheduled position report.
NE
Uplink (UL) - Negotiation Requests
148
WHEN CAN YOU
ACCEPT [altitude]
Request for the earliest time at
which the specified level can be
accepted.
NE
149
CAN YOU ACCEPT
[altitude] AT [position]
Instruction to report whether or not
the specified level can be accepted
at the specified position.
A/N
150
CAN YOU ACCEPT
[altitude] AT [time]
Instruction to report whether or not
the specified level can be accepted
at the specified time.
A/N
151
WHEN CAN YOU
ACCEPT [speed]
Instruction to report the earliest
time when the specified speed can
be accepted.
NE
152
WHEN CAN YOU
ACCEPT [direction]
[distance offset] OFFSET
Instruction to report the earliest
time when the specified offset
track can be accepted.
NE
Uplink (UL) - Air Traffic Advisories
MESSAGE INTENT
RESPONSE
153
ALTIMETER [altimeter]
ATS advisory that the altimeter
setting should be the specified
setting.
R
154
RADAR SERVICES
TERMINATED
ATS advisory that the radar service
is terminated.
R
155
RADAR CONTACT
[position]
ATS advisory that radar contact
has been established at the
specified position.
R
156
RADAR CONTACT LOST
ATS advisory that radar contact
has been lost.
R
157
CHECK STUCK
MICROPHONE [frequency]
A continuous transmission is
detected on the specified
frequency. Check the microphone
button.
R
158
ATIS [atis code]
ATS advisory that the ATIS
information identified by the
specified code is the current ATIS
information.
R
Sec. 3-1 Page 154 777
Rev. 11/01/02 #9 Continental Flight Manual
Uplink (UL) - System Management Messages
UL
MESSAGE ELEMENT
MESSAGE INTENT
RESPONSE
159
ERROR [error information]
A system generated message that
the ground system has detected
all cl 1 Ul .
NE
160
NEXT DATA AUTHORITY
Tfarilitv dpsinnationl
Notification to the avionics that the
next data authority is the specified
ATSU.
NE
161
END SERVICE
Notification to the avionics that the
data link connection with the
current data authority is being
terminated.
NE
162
SERVICE UNAVAILABLE
Notification that the ground system
does not support this message.
NE
163
[icao facility designation]
[tp4Table]
Notification to the pilot of an ATSU
identifier.
NE
Uplink (UL) - Additional Messages
UL
MESSAGE ELEMENT
MESSAGE INTENT
RESPONSE
164
WHEN READY
The associated instruction may be
complied with at any future time.
NE
165
THEN
Used to link two messages,
indicating the proper order of
execution of clearances/
instructions.
NE
166
DUE TO TRAFFIC
The associated instruction is
issued due to traffic
considerations.
NE
167
DUE TO AIRSPACE
RESTRICTION
The associated instruction is
issued due to airspace restrictions.
NE
168
DISREGARD
The indicated communication
should be ignored.
The previously sent uplink CPDLC
message shall be ignored.
DISREGARD should not refer to a
clearance or instruction. If
DISREGARD is used, another
element shall be added to clarify
which message is to be
disregarded.
R
176
MAINTAIN OWN
SEPARATION AND VMC
Notification that the pilot is
responsible for maintaining
separation from other traffic and is
also responsible for maintaining
Visual Meteorological Conditions.
W/U
177
AT PILOTS DISCRETION
Used in conjunction with a
clearance or instruction to indicate
that the pilot may execute when
prepared to do so.
N
169
[free text]
Normal urgency attribute
R
170
[free text]
Distress urgency attribute
R
777 Sec. 3-1 Page 155
Flight Manual Continental Rev. H/Ol/02 #9
Downlink (DL) - Responses
0
WILCO
The instruction is understood and
will be complied with.
N
1
UNABLE
The instruction cannot be complied
with.
N
2
STANDBY
Wait for a reply.
The controller is informed that the
request is being assessed and
there will be a short term delay
(within 10 minutes). The
exchange is not closed and the
request will be responded to when
conditions allow.
N
3
ROGER
Message received and understood.
ROGER is the only correct
response to an uplink free text
message. Under no
circumstances will ROGER be
used instead of AFFIRM.
N
4
AFFIRM
Yes
Affirm is an appropriate response
to an uplinked negotiation request
message (e.g. Can you accept
[altitude] AT [time]).
N
5
NEGATIVE
No
Negative is an appropriate
response to an uplinked
negotiation request message (e.g.
Can you accept [altitude] at
[time]).
N
Sec. 3-1 Page 156 777
Rev. 11/01/02 #9 Continental Flight Manual
Downlink (DL) - Vertical Requests
MESSAGE ELEMENT
MESSAGE INTENT | RESPONSE
6
REQUEST [altitude]
Request to fly at the specified
level.
Y
7
REQUEST BLOCK
[altitude] TO [altitude]
Request to fly at a level within the
specified vertical range.
Y
8
REQUEST CRUISE
CLIMB TO [altitude]
Request to cruise climb to the
specified level.
Due to different interpretations
between the various ATS units,
this element should be avoided.
Y
9
REQUEST CLIMB TO
[altitude]
Request to climb to the specified
level.
Y
10
REQUEST DESCENT TO
[altitude]
Request to descend to the
specified level.
Y
11
AT [position] REQUEST
CLIMB TO [altitude]
Request that at the specified
position a climb to the specified
level be approved.
Y
12
AT [position] REQUEST
DESCENT TO [altitude]
Request that at the specified
position a descent to the specified
level be approved.
Y
13
AT [time] REQUEST
CLIMB TO [altitude]
Request that at the specified time
a climb to the specified level be
approved.
Y
14
AT [time] REQUEST
DESCENT TO [altitude]
Request that at the specified time
a descent to the specified level be
approved.
Y
Downlink (DL) - Lateral Off-Set Requests
DL
MESSAGE ELEMENT
MESSAGE INTENT
RESPONSE
15
REQUEST OFFSET
[direction] [distance offset]
OF ROUTE
Request that a parallel track, offset
from the cleared track by the
specified distance in the specified
direction, be approved.
Y
16
AT [position] REQUEST
OFFSET [direction]
[distance offset] OF
ROUTE
Request that a parallel track, offset
from the cleared track by the
specified distance in the specified
direction, be approved from the
specified position.
Y
17
AT [time] REQUEST
OFFSET [direction]
[distance offset] OF
ROUTE
Request that a parallel track, offset
from the cleared track by the
specified distance in the specified
direction, be approved from the
specified time.
Y
Downlink (DL) - Speed Requests
DL
MESSAGE ELEMENT
MESSAGE INTENT
RESPONSE
18
REQUEST [speed]
Request to fly at the specified
speed.
Y
19
REQUEST [speed] TO
[speed]
Request to fly within the specified
speed range.
Y
777 Sec. 3-1 Page 157
Flight Manual Continental Rev. H/Ol/02 #9
Downlink (DL) - Voice Contact Requests
MESSAGE ELEMENT
20
REQUEST VOICE
CONTACT
Request for voice contact.
Y
21
REQUEST VOICE
CONTACT [frequency]
Request for voice contact on the
specified frequency.
Y
Downlink (DL) - Route Modification Requests
MESSAGE ELEMENT
22
REQUEST DIRECT TO
[position]
Request to track from the present
position direct to the specified
position.
Y
23
REQUEST [procedure
name]
Request for the specified
procedure clearance.
Y
24
REQUEST [route
clearance]
Request for a route clearance.
Y
25
REQUEST CLEARANCE
Request for either a pre-departure
or route clearance.
Y
26
REQUEST WEATHER
DEVIATION TO [position]
VIA [route clearance]
Request for a weather deviation to
the specified position via the
specified route.
Y
27
REQUEST WEATHER
DEVIATION UP TO
[direction] [distance offset]
OF ROUTE
Request for a weather deviation
up to the specified distance off
track in the specified direction.
Y
70
REQUEST HEADING
[degrees]
Request a clearance to adopt the
specified heading.
Y
71
REQUEST GROUND
TRACK [degrees]
Request a clearance to adopt the
specified ground track.
Y
Sec. 3-1 Page 158 777
Rev. 11/01/02 #9 Continental Flight Manual
Downlink (DL) - Reports
MESSAGE ELEMENT
28
LEAVING [altitude]
Notification of leaving the
specified level.
N
29
CLIMBING TO [altitude]
Notification of climbing to the
^nprifiprl Ipvpl
N
AO
ou
npc;PFMniM(^ TO
Taltitudpl
Id 1 LI LUUCJ
Notification of descending to the
specified level.
N
31
PASSING [position]
Notification of passing the
specified position.
N
78
AT [time] [distance]
[to/from] [position]
At the specified time, the aircraft's
position was as specified.
N
32
PRESENT ALTITUDE
[altitude]
Notification of the present level.
N
33
PRESENT POSITION
[position]
Notification of the present
position.
IN
34
PRESENT SPEED [speed]
Notification of the present speed.
N
35
PRESENT HEADING
[degrees]
Notification of the present heading
in degrees.
N
36
PRESENT GROUND
TRACK [degrees]
Notification of the present ground
track in degrees.
N
37
LEVEL [altitude]
Notification that the aircraft is
maintaining the specified level.
N
72
REACHING [altitude]
Notification that the aircraft has
reached the specified level.
N
76
REACHING BLOCK
r^lti+i irAr\l Tl^ r^ltiti ir-lnl
[altitude] I u [altitude]
Notification that the aircraft has
reached a level within the
hi
AA
A^ciinMFn Al titi inp
nOOIvJ INQU ML. 1 1 1 U L/LL
[altitude]
Read-back of the assigned level.
N
77
A^QifiMFn ri new
[altitude] TO [altitude]
Read-back of the assigned
vertical range.
N
AQ
Moo I OInlU OillU
[speed]
Read-back of the assigned speed.
N
A^CJIi^MFn ROl ITF Trm it<=>
MO OlOlNCU r\UU 1 C [[(JULo
clearance]
Read-back of the assigned route.
N
H I
RACK - fiM ROl ITF
The aircraft has regained the
cleared route.
N
42
NEXT WAYPOINT
[position]
The next waypoint is the specified
position.
N
43
NEXT WAYPOINT ETA
[time]
The ETA at the next waypoint is
as specified.
N
44
ENSUING WAYPOINT
[position]
The next plus one waypoint is the
specified position.
N
45
REPORTED WAYPOINT
[position]
Clarification of previously reported
waypoint passage.
N
46
REPORTED WAYPOINT
[time]
Clarification of time over
previously reported waypoint.
N
777 Sec. 3-1 Page 159
Flight Manual Continental Rev. H/Ol/02 #9
47
SQUAWKING [beacon
code]
The specified (SSR) code has
been selected.
N
48
POSITION REPORT
[position report]
Reports the current position of the
aircraft when the pilot presses the
button to send this message.
ATC expects position reports
based on this downlink message.
N
79
ATIS [atis code]
The code of the latest ATIS
received is as specified.
N
80
DEVIATING [direction]
[distance offset] OF
ROUTE
Notification that the aircraft is
deviating from the cleared route
by the specified distance in the
specified direction.
N
Downlink (DL) - Negotiation Requests
DL
MESSAGE ELEMENT
MESSAGE INTENT
RESPONSE
49
WHEN CAN WE EXPECT
[speed]
Request for the earliest time at
which a clearance to the specified
speed can be expected.
Y
50
WHEN CAN WE EXPECT
[speed] TO [speed]
Request for the earliest time at
which a clearance to a speed
within the specified range can be
expected.
Y
51
WHEN CAN WE EXPECT
BACK ON ROUTE
Request for the earliest time at
which a clearance to regain the
planned route can be expected.
Y
52
WHEN CAN WE EXPECT
LOWER ALTITUDE
Request for the earliest time at
which a clearance to descend can
be expected.
Y
53
WHEN CAN WE EXPECT
HIGHER ALTITUDE
Request for the earliest time at
which a clearance to climb can
be expected.
Y
54
WHEN CAN WE EXPECT
CRUISE CLIMB TO
[altitude]
Request for the earliest time at
which a clearance to cruise climb
to the specified level can be
expected.
Y
Sec. 3-1 Page 160 7 77
Rev. 11/01/02 #9 Continental Flight Manual
Downlink (DL) - Emergency Messages
MESSAGE INTENT | RESPONSE
55
PAN PAN PAN
Urgency prefix.
N
56
MAYDAY MAYDAY
MAYDAY
Distress prefix.
N
57
[remaining fuel] OF FUEL
REMAINING AND [souls
on board] SOULS ON
BOARD
Notification of fuel remaining and
number of persons on board.
N
58
CANCEL EMERGENCY
Notification that the pilot wishes
to cancel the emergency
condition.
N
59
DIVERTING TO [position]
or
DIVERTING TO [position]
VIA [x]
Notification that the aircraft is
diverting to the specified position
via the specified route.
N
60
OFFSETTING [direction]
[distance offset] OF
ROUTE
Notification that the aircraft is
deviating the specified distance in
the specified direction off the
cleared route and maintaining a
parallel track.
N
61
DESCENDING TO
[altitude]
Notification that the aircraft is
descending to the specified level.
N
Downlink (DL) - System Management Messages
□ L
MESSAGE ELEMENT
MESSAGE INTENT
RESPONSE
62
ERROR [error information]
A system generated message
that the avionics has detected an
error.
N
63
NOT CURRENT DATA
AUTHORITY
A system generated denial to any
CPDLC message sent from a
ground facility that is not the
Current Data Authority.
N
64
[icao facility designation]
Notification to the ground system
that the specified ATSU is the
current data authority.
N
73
[version number]
A system generated message
indicating the software version
number.
N
777 Sec. 3-1 Page 161
Flight Manual Continental Rev. H/Ol/02 #9
Downlink (DL) - Additional Messages
65
DUE TO WEATHER
Used to explain reasons for
aircraft operator's message.
N
66
DUE TO AIRCRAFT
PERFORMANCE
Used to explain reasons for
aircraft operator's message.
N
74
MAINTAIN OWN
SEPARATION AND VMC
States a desire by the pilot to
provide his/her own separation
and remain in VMC.
N
75
AT PILOTS DISCRETION
Used in conjunction with another
message to indicate that the pilot
wishes to execute the request
when the pilot is prepared to do
so.
N
67
[free text]
Normal urgency attribute
N
67b
WE CAN ACCEPT
[altitude] AT [time]
We can accept the specified level
at the specified time.
N
67c
WE CAN ACCEPT [speed]
AT [time]
We can accept the specified
speed at the specified time.
N
67d
WE CAN ACCEPT
[direction] [distance offset]
AT [time]
We can accept a parallel track
offset the specified distance in the
specified direction at the specified
time.
N
67e
WE CANNOT ACCEPT
[altitude]
We cannot accept the specified
level.
N
67f
WE CANNOT ACCEPT
[speed]
We cannot accept the specified
speed.
N
67g
WE CANNOT ACCEPT
[direction] [distance offset]
We cannot accept a parallel track
offset the specified distance in the
specified direction.
N
67h
WHEN CAN WE EXPECT
CLIMB TO [altitude]
Request for the earliest time at
which a clearance to climb to the
specified level can be expected.
N
67i
WHEN CAN WE EXPECT
DESCENT TO [altitude]
Request for the earliest time at
which a clearance to descend to
the specified level can be
expected.
N
68
[free text]
Distress urgency attribute.
Y
Sec. 3-1 Page 162 777
Rev. 11/01/02 #9 Continental Flight Manual
CPDLC Standard - Free Text Messages
This section contains a complete listing of the standard FREE TEXT messages
and intent for CPDLC.
Responding To A Standardized Free Text
When a free text uplink message has been received, the pilot shall respond with
the QUICK RESPONSE from the table before responding to the message .
TYPE
ROGER
KcptI will close the uplink message.
UNABLE or NEGATIVE
|rjct| will close the uplink message.
Uplink - Free Text Report / Confirmation Requests
PERSON,
UKULK, IN 1 tIN 1
FREE TEXT MESSAGE
QUICK
KtorUNob
oomr oiler
DIRECTION [traffic description] ETP [time]
The traffic description is to be inserted by the controller
and shall include the aircraft identification (call sign),
flight level and aircraft type. ETP = Estimated Time of
Passing.
Example of the traffic description: SIA228 B747 FL370
Pilot Response
[traffic identification] SIGHTED AND PASSED
Example - SIA228 SIGHTED AND PASSED
Or [traffic identification] NOT SIGHTED
ROGER
Message Intent
The controller is requestinq that the pilot notify when
the specified traffic has been seen by visual contact and
passed. The level specified in the traffic description is
the level being maintained by the opposite direction
aircraft.
PERSON,
ORDER, INTENT
FREE TEXT MESSAGE
QUICK
RESPONSE
Controller
REPORT GROUND SPEED
Pilot Response
G/S [speed]
Example - G/S 490
ROGER
Message Intent
The controller is requesting that the pilot report the
present ground speed.
PERSON,
ORDER, INTENT
FREE TEXT MESSAGE
QUICK
RESPONSE
Controller
REQUEST PREFERRED FLIGHT LEVEL
Pilot Response
FL [altitude]
Example - FL 350
ROGER
Message Intent
The controller is requesting that the pilot advise the
preferred flight level for the flight.
Controller
REPORT ESTIMATE [place name / waypoint]
Example - REQUEST ESTIMATE BILBO
Pilot Response
[place name / waypoint] [time]
Example - BILBO 0413
ROGER
Message Intent
The controller is requesting an estimate for the specified
waypoint.
777 Sec. 3-1 Page 163
Flight Manual Continental Rev. H/Ol/02 #9
PERSON,
ORDER, INTENT
FREE TEXT MESSAGE
QUICK
Controller
WHEN WILL YOU MAINTAIN FL [altitude]
Pilot Response
FL [altitude] AT [time]
Example -FL 350 AT 2317
ROGER
Message Intent
The controller is requesting from the pilot the time at
which the aircraft will maintain the specified level.
PERSON,
ORDER, INTENT
FREE TEXT MESSAGE
QUICK
RESPONSE
Controller
AT WHAT DISTANCE [position / waypoint] WILL YOU
MAINTAIN FL [altitude]
Pilot Response
FL [altitude] AT [distance] NM [direction] [position /
waypoint]
Example - FL 350 AT 26 NM W IPEMA
ROGER
Message Intent
The controller is requesting the distance from the
specified position or waypoint at which the aircraft will
maintain the specified level. The pilot shall include the
direction from the waypoint as a cardinal point, e.g. N,
NE, NW, S, SW, SE, E or W.
PERSON,
ORDER, INTENT
FREE TEXT MESSAGE
QUICK
RESPONSE
Controller
REPORT RADIAL AND DISTANCE [to/from] [position]
Pilot Response
[radial] R [distance] NM [to/from] [position]
Example - 320 R 26 NM FROM MCY
ROGER
Message Intent
The controller is requesting that the pilot report the
radial on which the aircraft is proceeding and the
distance from the specified VOR.
PERSON,
ORDER, INTENT
FREE TEXT MESSAGE
QUICK
Controller
REQUEST VOICE CONTACT [frequency]
Pilot Response
ROGER
Message Intent
The controller is requesting that the pilot makes voice
contact / radio check call on the specified frequency.
Uplink - Free Text Instructions
PERSON,
FREE TEXT MESSAGE [ QUICK
ORDER, INTENT
Controller
CHECK ATC LOG PAGE FOR OPEN MESSAGES
Pilot Response
ROGER
Message Intent
The controller has detected that uplink messages exist
that the pilot has not yet responded to. The pilot is
required to check the ATC log page and to respond to
unanswered uplink messages.
Sec. 3-1 Page 164 777
Rev. 11/01/02 #9 Continental Flight Manual
Uplink - Free Text Advisories
PERSON,
ORDER, INTENT
FREE TEXT MESSAGE
QUICK
Controller
EXPECT SELCAL CHECK HF [frequency]
Pilot Response
ROGER
Message Intent
The controller is notifying the pilot that a SELCAL
check will be made on the specified HF frequency.
PERSON,
ORDER, INTENT
FREE TEXT MESSAGE
QUICK
RESPONSE
Controller
EXPECT CPDLC TRANSFER AT [time]
Pilot Response
ROGER
Message Intent
The controller is notifying the pilot that the CPDLC
transfer process will not be completed at the FIR
boundary and will be delayed until the specified time. If
the CPDLC transfer is not completed by the specified
time, the pilot shall manually disconnect and logon to
the next center.
FREE TEXT MESSAGE QUICK
Controller
EXPECT NEXT CENTER [ATSU name]. CONTACT
WITH [ATSU name] NOT REQUIRED The [ATSU
name] is the relevant four character ICAO code.
Pilot Response
ROGER
Message Intent
The controller is notifying the pilot that CPDLC
connection is not required by the next FIR (where the
flight's transition time of that FIR is short) and CPDLC
connection will be transferred to the subsequent FIR.
Controller
TRAFFIC IS [traffic description]
Pilot Response
(optional) TRAFFIC SIGHTED
ROGER
Message Intent
The controller is notifying the pilot of traffic significant to
the flight. The description will include the aircraft type
and any other relevant information to assist the pilot in
sighting the traffic. The pilot may respond that the
traffic has been sighted.
PERSON,
ORDER, INTENT
FREE TEXT MESSAGE
QUICK
Controller
SECONDARY HF [frequency]
Pilot Response
ROGER
Message Intent
The controller is notifying the pilot of the secondary HF
frequency for the area.
777 Sec. 3-1 Page 165
Flight Manual Continental Rev. H/Ol/02 #9
Uplink - Free Text Speed Messages
PERSON,
ORDER, INTENT
FREE TEXT MESSAGE
QUICK
Controller
EXPECT TO MAINTAIN [speed] UNTIL [time /
position]
Pilot Response
ROGER
Message Intent
The controller is notifying the pilot that a speed
instruction may be issued to be effective until the
specified time.
Uplink - Free Text Emergency Acknowledgment
PERSON,
ORDER, INTENT
FREE TEXT MESSAGE
QUICK
RESPONSE
Controller
ROGER MAYDAY
Pilot Response
ROGER
Message Intent
The controller has acknowledged receipt of a
MAYDAY downlink message. The controller shall
attempt to make voice contact with the pilot. The
pilot should only respond with ROGER if or when
able to do so. If the aircraft is inbound to an
airport within the FIR, a ROGER response is not
required.
PERSON,
ORDER, INTENT
FREE TEXT MESSAGE | QUICK
Controller
ROGER PAN
Pilot Response
ROGER
Message Intent
The controller has acknowledged receipt of a PAN
downlink message. The controller shall attempt to
make voice contact with the pilot. The pilot
should only respond with ROGER if or when able
to do so. If the aircraft is inbound to an airport
within the FIR, a ROGER response is not
required.
Downlink - Free Text Advisories
PERSON, FREE TEXT MESSAGE I RESPONSE
Pilot
Wake Dev [direction]
Direction L or R (left or right) as appropriate
Controller
Response
ROGER
Message Intent
The pilot is offsetting due wake turbulence in
accordance with RVSM procedures (offset will not
exceed 2nm). The controller is not required to
respond or issue a clearance.
PERSON,
ORDER, INTENT
FREE TEXT MESSAGE
RESPONSE
Pilot
Revised ETA [position] [time]
Controller
Response
ROGER
Message Intent
The pilot is advising ATC of an update a waypoint
ETA.
Sec. 3-1 Page 166 7 77
Rev. 11/01/02 #9 Continental Flight Manual
INTENTIONALLY LEFT BLANK
777 Sec. 3-1 Page 167
Flight Manual Continental Rev. H/Ol/02 #9
ATC PAGES
Downlink Pages
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
ATC
ALTITUDE
REQUEST
WHEN CAN WE
EXPECT
EMERGENCY
REPORT
ROUTE
REQUEST
VOICE CONTACT
REQUEST
ATC REQUESTED
REPORTS...
SPEED
REQUEST
LOGON / STATUS
POSITION
REPORT
CLEARANCE
REQUEST
FREE TEXT
MESSAGE
77710014
The ATC main menu provides access to ATC downlink pages.
The ATC REQUESTED REPORTS menu selection is inhibited (cyan) when no
reports are requested by ATC.
Note : This menu is not repeated when describing individual pages.
Sec. 3-1 Page 168 777
Rev. 11/01/02 #9 Continental Flight Manual
Altitude Request
The ALTITUDE REQUEST page allows selection of an altitude, an altitude
block, or a VMC descent. A second request page allows selection of a reason
for the request.
(2>
ATC
FLIGHT
INFORMATION
REVIEW
1234Z
COMPANY
MANAGER NEW MESSAGES
ALTITUDE REQUEST
ALTITUDE:
STEP AT:
CRUISE CLIMB
BLOCK:
TO:
REQUEST VMC DESCENT
RESET RETURN
ALTITUDE
The requested altitude is entered into the dash prompt and the send key
becomes active.
Pushing the send key requests a normal climb at climb power unless
otherwise requested.
Additional climb options are:
• step at - Allows entering a time or position for the start of the climb
• cruise climb - Begin a cruise climb from present position
step at is inhibited when the altitude value is less than 150 feet from
current aircraft altitude. Altitude entries are any valid FMC altitude. Time
entries are in four digit, hours and minutes, optionally followed by a Z.
Position entries are any valid FMC position.
BLOCK
block is the beginning of a block altitude, to is the end of the altitude
block. Altitude entries are any valid FMC altitude.
The send key becomes active with an entry.
REQUEST VMC DESCENT
A VMC descent is begun from present position.
The send key becomes active with this selection.
777 Sec. 3-1 Page 169
Flight Manual Continental Rev. H/Ol/02 #9
Altitude Request Reason Page
FLIGHT
INFORMATION
REVIEW
1234Z
COMPANY
MANAGER NEW MESSAGES
ALTITUDE REQUEST
AT PILOTS DISCRETION
DUE TO WEATHER
DUE TO AIRCRAFT PERFORMANCE
MAINTAIN OWN SEPARATION AND VMC
RESET RETURN
The page scroll bar selects a second altitude, route, or speed request page.
Reasons for a request are optionally entered on this page. Up to three lines of
free text can be included.
Route Request
The ROUTE REQUEST page allows selection of a direct to waypoint, new
route, heading or track, departure and transition, arrival and transition, weather
deviation, or a route offset. A second request page allows selection of a reason
for the request.
FLIGHT
INFORMATION
COMPANY
MANAGER NEW MESSAGES
ROUTE REQUEST
OFFSET AT:
SEND PRINT RESET RETURN EXIT
77710017
Sec. 3-1 Page 170 777
Rev. 11/01/02 #9 Continental Flight Manual
® DIRECT TO
Enter any valid FMC waypoint. The send key becomes active with this
selection.
® ROUTE
Selects FMC route 1 or 2. Sends the selected route, including any
modifications. The send key becomes active with this selection.
© HEADING
Enter desired heading. When displays are referenced to true north, a tru
label is displayed right of the heading. The send key becomes active with
this selection.
GROUND TRACK
Enter desired ground track. When displays are referenced to true north, a
tru label is displayed right of the ground track. The send key becomes
active with this selection.
@ DEP/ARR
Enter one of the following:
• Departure
• Arrival
• Departure and transition
• Arrival and transition.
Default entries are:
• Departure procedure / transition selected for the selected route
• The approach procedure / transition selected for the active route when
the aircraft is in the air and an arrival procedure / transition is not
selected.
The send key becomes active when one of the check boxes is selected.
© WEATHER DEVIATION UP TO
Enter a three digit offset in nautical miles followed by the character L or R.
The send key becomes active with this selection.
OFFSET
Enter any valid FMC route offset. The send key becomes active with this
selection.
777 Sec. 3-1 Page 171
Flight Manual Continental Rev. H/Ol/02 #9
W OFFSET AT
Enter a time or position to begin the offset. Time entries are in four digit,
hours and minutes, optionally followed by a Z. Position entries are any
valid FMC position.
Route Request Reason
A REQUEST REASON page is available as in altitude and speed. The reason
page was previously described.
Speed Request
The SPEED REQUEST page allows selection of speed. A second request page
allows selection of a reason for the request.
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
SPEED REQUEST
2
SEND PRINT RESET RETURN EXIT
77710018
® SPEED
Enter any valid FMC speed or mach number. IAS entries are rounded to
the nearest 10 knots. The send key becomes active with this entry.
Speed Request Reason
A REQUEST REASON page is available as in altitude and route. The
reason page was previously described.
Sec. 3-1 Page 172 777
Rev. 11/01/02 #9 Continental Flight Manual
Clearance Request
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
1234Z CLEARANCE REQUEST
REQUEST CLEARANCE
FREE TEXT:
SEND PRINT RESET RETURN EXIT
77710019
Selecting request clearance informs ATC that the crew is ready for a
clearance, such as predeparture or pushback. Up to three lines of free text can
be included. The send key becomes active with this selection.
The clearance request feature is not currently used in FANS operations.
777 Sec. 3-1 Page 173
Flight Manual Continental Rev. H/Ol/02 #9
Combination Downlink Request
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW MANAGER NEW MESSAGES
1234Z ALTITUDE REQUEST
+ ALTITUDE: FL330
STEP AT:
+ CRUISE CLIMB
PRINT RESET RETURN EXIT
SPEED REQUEST
PRINT RESET RETURN EXIT
VERIFY REQUEST
REQUEST CRUISE CLIMB TO FL 330,
RESET RETURN
Requests from the ROUTE REQUEST, ALTITUDE REQUEST, and SPEED
REQUEST pages can be combined into one downlink request. Each request is
individually selected and filled out. Select subsequent request pages by
selecting return, and selecting additional downlink pages from the atc main
menu. When data is entered into the second request page, the send key changes
to VERIFY.
The send key is active on the VERIFY REQUEST page. A combined request
is limited to five elements. Selecting a sixth request element displays the
message limit exceeded information message.
The VERIFY REQUEST page provides a display of the combined request
elements. Each element is displayed on separate lines. Elements requiring
revision before sending are revised on their respective request page. Selecting
send transmits the combined downlink message to ATC.
The example shows a combined altitude and speed request. The altitude request
is created first.
Sec. 3-1 Page 174 777
Rev. 11/01/02 #9 Continental Flight Manual
When Can We Expect
ATC 1 INFORMATION COMPANY
REVIEW MANAGER NEW MESSAGES
1 234Z WHEN CAN WE EXPECT
ALTITUDE:
CRUISE CLIMB
HIGHER ALT
LOWER ALT:
SPEED:
BACK ON ROUTE
FREE TEXT:
SEND PRINT RESET RETURN EXIT
Making selections asks ATC the time or location the crew can expect clearance
for the requested items. ALTITUDE, SPEED, and CRUISE CLIMB entry rules
are the same as on the ALTITUDE REQUEST and SPEED REQUEST pages.
Up to three lines of free text can be included. The send key becomes active
when a check box is selected.
777 Sec. 3-1 Page 175
Flight Manual Continental Rev. H/Ol/02 #9
Voice Contact Request
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
1234Z VOICE CONTACT REQUEST
REQUEST VOICE CONTACT
FREE TEXT:
SEND PRINT RESET RETURN EXIT
77710022
Making selection asks ATC for a voice contact. Up to three lines of free text
can be included. The send key becomes active when the request for voice
contact box is selected.
Sec. 3-1 Page 176 7 77
Rev. 11/01/02 #9 Continental Flight Manual
Logon / Status
The LOGON/STATUS page allows the entry of the desired ATC facility for
establishment of a data link connection.
The send key is displayed after all logon entries are completed. Selecting the
send key displays sending status during logon transmission. Five seconds after
the logon status changes to sent, the page is exited.
ATC
FLIGHT
INFORMATION
MANAGER
LOGON / STATUS
REVIEW
1234Z
-ACTIVE CENTER:
>- NEXT CENTER:
► ATC CONNECTION: NOT ESTABLISHED
COMPANY
NEW MESSAGES
■LOGON TO: KOAK
-►FLIGHT NUMBER: COA09
► TAIL NUMBER: N78005 AIRLINE: CO •
SEND
RESET RETURN
EXIT
ACTIVE CENTER
Displays the ATC facility identifier where a connection is established.
NEXT CENTER
Displays the ATC facility identifier to which an automatic handoff transfers
the connection.
ATC CONNECTION
Displays the status of the ATC connection, established or not
ESTABLISHED.
LOGON TO
Box prompts are initially displayed. Enter the ICAO four letter identifier
for the desired ATC center. The display changes to dashed prompts after
establishing an ATC connection.
777
Sec. 3-1 Page 177
Flight Manual
Continental
Rev. 11/01/02 #9
© FLIGHT NUMBER
Normally displays the flight number entered on the FMC route page. When
the flight number is not available, box prompts are displayed. Flight
number entry on this page is copied to the FMC route page. Changing this
entry after establishing an ATC connection cancels the ATC connection.
Note : The flight number must be preceded by COA (the filing ID for
Continental ICAO flight plans), and contain no leading zeros
(unless the ICAO flight plan contains zeros).
© TAIL NUMBER
Normally supplied by the aircraft system. When the aircraft tail number is
not available to the system, box prompts are displayed. Changing this entry
after establishing an ATC connection cancels the ATC connection. Tail
number is provided on the SELCAL placard.
Note : The full "N" number registration must appear or be entered in the
Normally supplied by the system. When the airline identifier is not
available to the system, box prompts are displayed. Changing this entry
after establishing an ATC connection cancels the ATC connection.
Note : The airline code is co.
tail number box.
®
AIRLINE
Sec. 3-1 Page 178 777
Rev. 11/01/02 #9 Continental Flight Manual
ATC Connection Displays
(i'
G>
a k3
ATC COMM ESTABLISHED
WITH KOAK
1234Z CANCEL
Fuel Display
FLIGHT
INFORMATION
ATC
REVIEW MANAGER
1234Z LOGON /STATUS
ACTIVE CENTER: KOAK
NEXT CENTER:
ATC CONNECTION: ESTABLISHED
LOGON TO: —
FLIGHT NUMBER: BOE456
COMPANY
NEW MESSAGES
TAIL NUMBER: N7771
. y/ ATC DATA LINK
OFF
AIRLINE: BO
CONFIRM OFF -
RESET RETURN
EXIT
"CD
MFD
77710024
ATC DATA LINK OFF
Displayed when an ATC connection is established.
Selecting atc data link off displays the confirm off selection.
CONFIRM OFF
Selecting confirm off sends the termination request.
The EICAS atc data link lost message is displayed when the connection
is terminated.
777 Sec. 3-1 Page 179
Flight Manual Continental Rev. H/Ol/02 #9
Loss of ATC Connection
If the EICAS advisory message data link lost is displayed for 16 minutes, the
ATC connection is automatically lost and the EICAS advisory message atc
data link lost is displayed.
Once an ATC connection is terminated or lost, the logon entries revert to the
default values.
Emergency Report
This page informs ATC of an emergency. Sending this report places automatic
dependent surveillance (ADS) into the emergency mode.
0-
©-
®-
ATC
FLIGHT
INFORMATION
1234Z
COMPANY
MANAGER NEW MESSAGES
EMERGENCY REPORT
MAYDAY
DIVERTING -
TO:
PAN
CANCEL
EMERGENCY
VIA ROUTE X
FUEL
REMAINING
- HOURS+MINUTES
SOULS ON BOARD:
- DESCENDING TO:
— ► OFFSETTING: -
► FREE TEXT: -
SEND
PRINT RESET RETURN
EXIT
•V
MAYDAY, PAN, CANCEL EMERGENCY
Select mayday or pan emergency. The send key becomes active, cancel
emergency informs ATC that a previous emergency is now canceled and
returns ADS to the normal mode, cancel emergency is inhibited until
mayday or pan downlink is sent.
DIVERTING TO
Defaults to the destination airport from the active route. The default route
number is displayed. Enter any valid FMC position.
FUEL REMAINING
Displays the FMC fuel remaining from the PROGRESS page.
Sec. 3-1 Page 180
777
Rev. 11/01/02 #9
Continental
Flight Manual
©
FUEL REMAINING - HOURS + MINUTES
Defaults to time provided from the FMC. Manually enter fuel remaining in
hours and minutes. Use two numeric characters for hours followed by two
numeric characters for minutes.
Manual entry of number of souls on board is required. Enter up to three
numeric characters.
© DESCENDING TO
Enter the altitude for an immediate descent. The default value is the MCP
altitude when it is more than 150 feet below current altitude.
® OFFSETTING
Enter any valid FMC route offset value.
® FREE TEXT
24 characters of free text can be included.
SOULS ON BOARD
777 Sec. 3-1 Page 181
Flight Manual Continental Rev. H/Ol/02 #9
ATC Reports
ATC Requested Report
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
1230Z ATC UPLINK
CLIMB TO AND MAINTAIN FL330,
REPORT REACHING FL330.
DISPLAY
REPORT
CANCEL
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
ATC REPORT
REACHING FL330
OPEN
SEND
DELETE
PRINT ARM
RETURN
CANCEL
77710026
ATC uplink messages can contain a request for a report. When the uplink is
accepted, the display report key is displayed. Selecting display report
displays the ATC requested report. A displayed report can be sent. Some
reports can be armed for automatic transmission when conditions are met.
Sec. 3-1 Page 182 777
Rev. 11/01/02 #9 Continental Flight Manual
Armable Report
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
ATC
ALTITUDE
REQUEST
WHEN CAN WE
EXPECT
EMERGENCY
REPORT
ROUTE
REQUEST
VOICE CONTACT
REQUEST
ATC REQUESTED
REPORTS...
SPEED
REQUEST
LOGON / STATUS
POSITION
REPORT
CLEARANCE
REQUEST
FREE TEXT
MESSAGE
ATC REPORT
LEAVING FL330
ARMED
ATC REPORT
LEVEL FL330
ARMED
ATC REPORT
PASSING SEA
ARMED
ATC REPORT
REACHING FL330
ARMED
77710027
All reports requested by ATC can be displayed using the ATC REQUESTED
REPORT menu selection. The LEAVING, LEVEL, PASSING, and
REACHLNG reports can be armed for automatic transmission. Selecting the
arm key for a report displays armed for the report status. When a report is
armed, the arm key changes to disarm. When a report is automatically
transmitted, an ATC uplink message confirms the report was sent.
777 Sec. 3-1 Page 183
Flight Manual Continental Rev. H/Ol/02 #9
Position Report
Use the POSITION REPORT page to manually send a position report.
d>
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
POS: 4038N12045E
ALTITUDE: 32000 FT
ATA: 1234Z M-
EST: 4038N13045E
ETA: 1314Z
► NEXT: 4038N14045E
DEST ETA: 2200Z
.89
TEMP: -52C
POS FUEL: xxx.xx X 1000 WIND: 145/030 KT
SEND PRINT RESET RETURN EXIT
"0
-(h)
POS
Displays the last sequenced FMC waypoint. Displays all asterisks (*)
when no FMC data is available.
Latitude and longitude are displayed in the same order as the FMC
POSITION REPORT page. Degree and minute values precede the
compass letter, just as the crew uses in a voice report.
ALTITUDE
Displays the altitude at last sequenced FMC waypoint. Displays all
asterisks (*) when no FMC data is available.
EST
Displays the next FMC waypoint. Accepts any valid FMC waypoint entry.
Requires manual entry for ATC reporting position which is not a route
waypoint.
Sec. 3-1 Page 184 777
Rev. 11/01/02 #9 Continental Flight Manual
© NEXT
Displays the next FMC waypoint following EST waypoint. Accepts any
valid FMC waypoint entry. Requires manual entry for ATC reporting
position which is not a route waypoint.
© SPEED
Displays the current FMC speed. Accepts valid speed entry. Displays all
asterisks (*) when no FMC data is available.
© POS FUEL
Displays FMC calculated fuel remaining at the POS waypoint. Displays all
asterisks (*) when no FMC data is available.
® ATA
Displays actual time of arrival at the last sequenced FMC waypoint.
Displays all asterisks (*) when no FMC data is available.
® ETA
Displays estimated time of arrival for the next FMC waypoint. Accepts
valid time entry.
® DEST ETA
Displays estimated time of arrival for the last FMC waypoint. Accepts a
valid time entry. Displays all asterisks (*) when no FMC data is available.
© TEMP
Displays current air temperature. Displays all asterisks (*) when no FMC
data is available.
(Q) WIND
Displays current wind bearing and speed. Displays all asterisks (*) when
no FMC data is available.
Ill
Flight Manual
Continental
Sec. 3-1 Page 185
Rev. 11/01/02 #9
Optional Position Report Items
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
POSITION REPORT
TURBULENCE:
ICING:
LIGHT
TRACE
1
MODERATE
SEVERE
LIGHT
MODERATE
SEVERE
«,
V
SEND
PRINT RESET
RETURN EXIT
A report of current turbulence and icing conditions can be included with the
POSITION REPORT.
Sec. 3-1 Page 186 7 77
Rev. 11/01/02 #9 Continental Flight Manual
Free Text Message
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
FREE TEXT MESSAGE
□ □□□□□□□□□□□□□□□□□□□□□□□
SEND PRINT RESET RETURN EXIT
77710030
Nine lines of text can be transmitted.
777 Sec. 3-1 LEP-1
Flight Manual Continental Rev. 11/01/02 #9
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PROVED
ft
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57
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DON R. KLOS
56
1 1/01/02
principal operations inspector
Asterisk indicates page(s) revised or added by the current revision.
Sec. 3-1 LEP-2 777
Rev. 11/01/02 #9 Continental Flight Manual
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11/01/02
11/01/02 —
DON R. KLOS
Piimjpal OfKratkxus Inspector
Asterisk indicates page(s) revised or added by the current revision.
Ill
Flight Manual
Continental
Sec. 3-1 LEP-3
Rev. 11/01/02 #9
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DATE
FAA APPROVED
OCT^002
4 \. '
DON R. KLOS
Principal Operations Inspector
Asterisk indicates page(s) revised
or added by the current revision.
777 Sec. 5 TOC-1
Flight Manual Continental Rev. 07/01/99 #2
PERFORMANCE SECTION
TABLE OF CONTENTS
INTRODUCTION 1
DEPARTURE PLANNING 2
Temperature Conversion Chart 2
Temp °C-°F 2
TAT vs. ISA Chart 3
The Wind Component Chart 4
Takeoff Information 5
Takeoff 5
Takeoff Speed Considerations 5
Takeoff Speeds 5
Takeoff %Ni 6
Windshear V r 8
Long Range Cruise Flight 9
Long Range Cruise Maximum Operating Altitude 9
Long Range Cruise Total Fuel and Time Charts 11
Ground To Air Miles Conversion 11
Long Range Cruise Total Fuel And Time 11
Long Range Cruise Step Fuel And Time 13
Short Range Total Fuel and Time 15
Landing Limit Explanations 16
Landing 16
Landing Field Limit Weight 16
Landing Climb Limit Weight 16
Quick Turnaround Limit Weight 19
ENROUTE 21
Max Climb Power Setting 21
Max Climb Power Time, Fuel, Distance Tables 22
Long Range Cruise Control 25
Long Range Cruise Enroute Fuel And Time 26
.84/310/250 Descent 30
Holding 31
Vref Speeds 33
Flap Maneuver Speeds 33
Go-Around Power Setting 34
Sec. 5 TOC-2 777
Rev. 07/01/99 #2 Continental Flight Manual
NON-NORMAL 37
Engine Inoperative Performance Data 37
Max Continuous %N! 37
Driftdown Speed/Level Off Altitude 41
Driftdown/Cruise Range, Fuel And Time 42
Long Range Cruise Altitude Capability 44
Gear Down 48
Gear Down Landing Rate Of Climb Available 48
ADVISORY INFORMATION 53
Autobrakes Landing Distance 53
Slush / Standing Water 54
Slippery Runway 54
Non-Normal Configuration Landing Distance 56
Flight With Unreliable Airspeed 60
Brake Cooling Schedule 63
777 Sec. 5 Page 1
Flight Manual Continental Rev. 07/01/99 #2
INTRODUCTION
The purpose of the Performance Section of the Flight Manual is to provide a
convenient source of reference data for use before and during flight
operations. Continental Airlines Operations Engineering produces
performance data for specific airports/runways, enroute flight, descent, and
landing, in accordance with the limitations set by FAR's and Boeing. This
data is presented to the flight crew from the Accuload Computer. Information
in this section is presented to accomplish the following:
• Supplement data from the Flight Management Computer.
• Provide a source of reference for non-normal operations.
The Performance Section is composed of four main topics:
• Departure Planning: containing conversion tables, windshear V r speeds
and information necessary to confirm takeoff thrust, climb thrust,
fuel/time requirements and other pre-departure considerations.
• Enroute: containing information necessary for climb, enroute, descent,
holding, approach and diversion flight planning.
• Non-normal: containing information for engine out and other non-normal
situations.
• Advisory: containing information for braking distances and other
miscellaneous items.
Note : Use caution entering the Departure and Enroute sections. Tables in
these sections are similar, however, are computed using different
criteria and have different results. Do not use Departure for Enroute
data.
Sec. 5 Page 2 777
Rev. 07/01/99 #2 Continental Flight Manual
DEPARTURE PLANNING
TEMPERATURE CONVERSION CHART
Temp °C - °F
°C
h
h
°c
h
"C
h
h
50
122
34
93
18
64
2
36
-14
7
49
120
33
91
17
63
1
34
-15
5
48
118
32
90
16
61
0
32
-16
3
47
1 1 7
31
88
1 5
59
-1
30
-17
1
46
115
30
86
14
57
-2
28
-18
0
45
113
29
84
13
55
-3
27
-19
-2
A A
44
H H H
111
oo
oo
C A
t>4
-4
oc
<Ld
on
-4
43
109
27
81
11
52
-5
23
-21
-6
42
108
26
79
10
50
-6
21
-22
-8
41
106
25
77
9
48
-7
19
-23
-9
40
104
24
75
8
46
-8
18
-24
-11
39
102
23
73
7
45
-9
16
-25
-13
38
100
22
72
6
43
-10
14
-26
-15
37
99
21
70
5
41
-11
12
-27
-17
36
97
20
68
4
39
-12
10
-28
-18
35
95
19
66
3
37
-13
9
-29
-20
777 Sec. 5 Page 3
Flight Manual Continental Rev. 07/01/99 #2
TAT vs. ISA Chart
P T6SS
INDICATED MACH NUMBER
Alt
0
.40
.50
.60
.70
.74
.78
.80
.82
.84
.86
.88
1000'
TOTAL TEMPERATURE AT ISA -
°C
36-45
-56
-41
-35
-33
-30
-29
-27
-26
-24
-23
35
-54
-39
-33
-30
-28
-26
-25
-23
-22
-20
34
-52
-41
-36
-31
-28
-25
-24
-23
-21
-20
-18
33
-50
-39
-34
-29
-26
-23
-22
-20
-19
-17
-16
32
-48
-37
-32
-26
-24
-21
-20
-18
-17
-15
-14
31
-46
-35
-30
-24
-22
-19
-17
-16
-14
-13
-11
30
-44
-33
-28
-22
-19
-17
-15
-14
-12
-11
-9
29
-42
-31
-26
-20
-17
-14
-13
-11
-10
-8
-7
28
-40
-29
-24
-18
-15
-12
-1 1
-9
-8
-6
-4
27
-38
-27
-22
-15
-13
-10
-8
-7
-5
-4
-2
26
-37
-25
-19
-13
-1 1
-8
-6
-5
-3
-2
0
25
-35
-23
-17
-1 1
-8
-5
-4
-2
-1
1
2
24
-33
-25
-21
-15
-9
-6
-3
-2
0
1
3
5
23
-31
-23
-18
-13
-7
-4
-1
0
2
4
5
7
22
-29
-21
-16
-1 1
-5
-2
1
3
4
6
8
9
21
-27
-19
-14
-9
-2
0
3
5
7
8
11
12
20
-25
-17
-12
-7
0
3
6
7
9
10
12
14
19
-23
-15
-10
-5
2
5
8
9
11
13
14
18
-21
-13
-8
-2
4
7
10
12
13
15
17
-19
-11
-6
0
6
9
12
14
16
16
-17
-8
-4
2
8
1 1
15
16
15
-15
-6
-2
4
1 1
14
17
18
14
-13
-4
0
6
13
16
19
13
-11
-2
2
o
0
I 0
I O
£L I
12
-9
0
4
10
17
20
11
-7
2
7
12
19
22
10
-5
4
9
15
21
9
8
-3
-1
CD CO
11
13
17
19
24
26
7
1
10
15
21
28
6
3
12
17
23
30
5
5
14
19
25
32
4
7
16
21
27
3
9
18
23
29
2
11
20
25
32
1
13
22
27
Sec. 5 Page 4 777
Rev. 07/01/99 #2 Continental Flight Manual
The Wind Component Chart
The Wind Component Chart provides crosswind and head/tail wind
components appropriate to runway heading, wind velocity and direction. To
use this chart:
• Determine the angle of wind relative to runway heading,
• Find the wind velocity column (interpolate as necessary), and
• Read the head (H), tail (T), and crosswind (XW) from the intersection of
the angle and wind columns (interpolate if required).
WIND COMPONENT CHART
ANGLE OF WIND RELATIVE TO RUNWAY IN DEGREES
WIND VELOCITY AND COMPONENT
10 KNOTS
20 KNOTS
30 KNOTS
40 KNOTS
50 KNOTS
H/T
XW
H/T
XW
H/T
XW
H/T
XW
H/T
XW
0°
10
0
20
0
30
0
40
0
50
0
10°
9.5
2
19.5
3.5
29.5
5
39.5
7
49
9
20°
9
4
19
7
28
10.5
37.5
14
47
17
30°
8.5
5
17.5
10
26
15
34.5
20
43
25
40°
7
6.5
15.5
13
23
19.5
30.5
26
38.5
32
50°
6
7.5
13
15.5
19.5
23
26
30.5
32
38.5
60°
5
8.5
10
17.5
15
26
20
34.5
25
43
70°
4
9
7
19
10.5
28
14
37.5
17
47
80°
2
9.5
3.5
19.5
5
29.5
7
39.5
9
49
90°
0
10
0
20
0
30
0
40
0
50
777 Sec. 5 Page 5
Flight Manual Continental Rev. 11/01/00 #5
TAKEOFF INFORMATION
Takeoff
The maximum allowable takeoff weight will be the least of Field, Climb and
Obstacle Limit Weights.
The priority ACCULOAD uses for takeoff flap selection is:
Runway Contaminated (Snow,
Runway Dry, Damp, Or Wet Slush Or Standing Water) Or Ice
1.
Flaps 15
1.
Flaps 20
2.
Flaps 20
2.
Flaps 15
3.
Flaps 15 Improved
3.
Flaps 5
4.
Flaps 5
4.
Flaps 20 Packs OFF
5.
Flaps 5 Improved
5.
Flaps 15 Packs OFF
6.
Flaps 15 Packs OFF
6.
Flaps 5 Packs OFF
7.
8.
Flaps 20 Packs OFF
Flaps 15 Improved, Packs OFF
9.
Flaps 5 Packs OFF
10.
Flaps 5 Improved, Packs OFF
TAKEOFF SPEED CONSIDERATIONS
Takeoff Speeds
FMC computed takeoff speeds can be used for all performance conditions
except where adjustments must be made to Vi for clearway, stopway, brake
deactivation, improved climb, contaminated runway situations, unbalanced for
brake energy, or obstacle clearance with unbalanced Vj. These speeds may be
used for weights less than or equal to the performance-limited weight.
The FMC will protect for minimum control speeds by increasing Vi, V r and
V2 as required. However, the FMC will not compute takeoff speeds for
weights where the required speed increase exceeds the maximum certified
speed increase. This typically occurs at full rated thrust and light takeoff
weights. In this case, the message "V SPEEDS UNAVAILABLE" will
appear on the FMC scratchpad and the takeoff speed entries will be blank.
Takeoff is not permitted in this condition as certified limits have been
exceeded. The options are to select a smaller flap setting, and/or add weight
(fuel). Note that the assumed temperature method will not help this condition
as the minimum control speeds are determined at the actual temperature and
therefore are not reduced.
Sec. 5 Page 6 777
Rev. 07/01/99 #2 Continental Flight Manual
Takeoff %N 1
The Takeoff %Ni table contains maximum %Ni data for a given airport
pressure altitude and OAT. The %Ni Adjustment Table shows %Ni
adjustments for various engine bleed configurations.
TAKEOFF %Ni
Based on engine bleed for packs ON, engine anti-ice ON or OFF, wing anti-
ice OFF or AUTO.
AIRPORT OAT
AIRPORT PRESSURE ALTITUDE (FT)
°C
°F
-2000
0
1000
2000
3000
4000
60
140
96.6
96.9
96.9
96.9
50
122
99.2
99.9
99.9
99.8
99.8
99.9
45
113
100.1
101.4
101.3
101.3
101.4
101.3
40
104
100.9
102.6
102.3
102.5
102.4
102.5
35
95
101.6
103.1
103.1
103.1
103.1
103.2
30
86
101.1
103.6
103.7
103.6
103.6
103.7 !
25
77
100.2
102.7
103.4
104.0
104.2
104.3
20
68
99.4
101.9
102.5
103.1
103.6
104.1
15
59
98.6
101.0
101.6
102.2
102.7
103.3
10
50
97.7
100.1
100.7
101.3
101.8
102.4
5
41
96.8
99.2
99.8
100.4
100.9
101.4
0
32
96.0
98.3
98.9
99.5
100.0
100.5
-10
14
94.2
96.5
97.1
97.7
98.2
99.7
-20
-4
92.4
94.7
95.2
95.8
96.3
96.8
-30
-22
90.5
92.8
93.3
93.9
94.3
94.8
-40
-40
88.6
90.9
91.4
91.9
92.4
92.9
-50
-58
86.7
88.9
89.4
89.9
90.4
90.9
Based on engine bleed for packs ON, engine anti-ice ON or OFF, wing anti-
ice OFF or AUTO.
AIRPORT OAT
AIRPORT PRESSURE ALTITUDE (FT)
°C
°F
5000
6000
7000
8000
9000
60
140
50
122
45
113
101.3
101.3
101.3
40
104
102.6
102.5
102.5
102.0
101.3
35
95
103.1
103.2
103.1
102.7
102.4
30
86
103.7
103.7
103.7
103.3
103.0
25
77
104.5
104.6
104.6
104.2
103.7
20
68
104.8
105.0
105.5
105.3
104.8
15
59
103.9
104.5
105.3
105.6
105.5 1
10
50
103.0
103.6
104.4
104.8
105.1
5
41
102.1
102.7
103.5
103.9
104.2
0
32
101.1
101.7
102.6
103.0
103.3
-10
14
99.3
99.9
100.7
101.1
101.4
-20
-4
97.4
97.9
98.7
99.1
99.4
-30
-22
95.4
96.0
96.8
97.1
97.4
-40
-40
93.4
94.0
94.8
95.1
95.4
-50
-58
91.4
92.0
92.7
93.1
93.3
777 Sec. 5 Page 7
Flight Manual Continental Rev. 07/01/99 #2
°/Mi Adjustment For Engine Bleeds
BLEED CONFIGURATION
AIRPORT PRESSURE ALTITUDE (FT)
-2000
0
1000
2000
3000
4000
PACKS OFF
0.3
0.3
0.3
0.3
0.3
0.4
1 PACK ON
-0.3
-0.3
-0.3
-0.3
-0.3
-0.4
WING ANTI-ICE ON
-0.2
-0.2
-0.2
-0.2
-0.2
-0.3
ALTERNATE MODE EEC
0
0
0
0.1
0.1
0.1
%N! Adjustment For Engine Bleeds
BLEED CONFIGURATION
AIRPORT PRESSURE ALTITUDE (FT)
5000
6000
7000
8000
9000
PACKS OFF
0.4
0.4
0.4
0.5
0.5
1 PACK ON
-0.4
-0.4
-0.4
-0.5
-0.5
WING ANTI-ICE ON
-0.3
-0.3
-0.3
-0.3
-0.3
ALTERNATE MODE EEC
0.2
0.3
0.6
0.9
0.9
Sec. 5 Page 8 777
Rev. 07/01/99 #2 Continental Flight Manual
WINDSHEAR V r
Windshear procedures are described in detail in Section 3 of the Flight
Manual. This table is provided for determination of rotation speed if
windshear is reported or windshear conditions exist. The actual Accuload V r
speed must not be modified.
Note : In no case will windshear V r be > 20 knots over actual V r .
WINDSHEAR V r SPEEDS
WEIGHT
Flaps 5
Flaps 15
Flaps 20
(1000 LB)
660
170
162
640
167
159
154
620
164
156
151
600
161
154
149
580
158
151
146
560
155
148
143 i
540
152
145
140 '
520
148
141
137
500
145
138
134
480
141
135
131 1
460
138
132
127
440
134
128
124
420
131
125
120
400
127
121
117
380
123
118
113
360
119
114
110
340
115
110
106
320
111
106
102 !
V r ADJUSTMENTS
TEMP
PRESSURE ALTITUDE
•c
°F
-2000
0
2000
4000
6000
8000
60
140
4
4
5
6
50
122
2
3
4
5
6
7
40
104
1
1
3
4
5
6
30
86
0
0
1
2
3
5
20
68
0
0
1
2
3
4
-60
-76
0
0
1
2
2
3
Example : Flap 15 takeoff, sea level, 86°F, actual G/W = 440,000 lbs.
Accuload V speeds: Vj = 121, V r = 128, V 2 = 139
Maximum G/W for the runway = 580,000 lbs.
From the table V r for 580,000 lbs. takeoff = 151
Speeds entered into CDU are 121, 128, 139
Rotate called at 148 knots. (See above Note)
777 Sec. 5 Page 9
Flight Manual Continental Rev. 07/01/99 #2
Note : Do not use this section for Enroute Data.
LONG RANGE CRUISE FLIGHT
Long Range Cruise Maximum Operating Altitude
These tables provide the maximum operating altitude in the same manner as
the FMC. Maximum altitudes are shown for a given cruise weight and
maneuver capability. Note that this table considers both thrust and buffet
limits, providing the more limiting of the two. Any data that is thrust limited
is denoted by an asterisk and represents only a thrust limited condition in level
flight with 300 ft/min residual rate of climb. Flying above these altitudes with
sustained banks in excess of approximately 21° may cause the airplane to lose
speed and/or altitude.
Note that optimum altitudes shown in the tables result in buffet related
maneuver margins of 1.5g (48° bank) or more. The altitudes shown in the
table are limited to the maximum certified altitude of 43100 ft.
LONG RANGE CRUISE MAXIMUM OPERATING ALTITUDE
MAX CRUISE THRUST
ISA + 10°C And Below
WEIGHT
OPTIMUM
TAT
MARGIN TO INITIAL BUFFET "G" (BANK ANGLE)
(1000 LB)
ALT (FT)
(°C)
1.20 (33°)
1 .25 (36°)
1 .30 (39°)
1 .40 (44°)
1 .50 (48°)
660
30500
-2
34100*
34100*
34100*
33400
32000
640
31200
-3
35000*
35000*
35000*
34100
32700
620
31900
-5
35700*
35700*
35700*
34800
33300
600
32600
-6
36300*
36300*
36300*
35500
34000
580
33300
-8
37000*
37000*
37000*
36200
34700
560
34100
-10
37700*
37700*
37700*
36900
35500
540
34900
-11
38500*
38500*
38500*
37600
36200
520
35600
-13
39200*
39200*
39200*
38400
37000
500
36500
-14
40000*
40000*
40000*
39300
37800
480
37300
-14
40800*
40800*
40800*
40100
38700
460
38200
-14
41600*
41600*
41600*
41000
39600
440
39100
-14
42500
42500
42500
41900
40500
420
40100
-14
43100
43100
43100
42900
41500
400
41100
-14
43100
43100
43100
43100
42500
380
42200
-14
43100
43100
43100
43100
43100
360
43100
-14
43100
43100
43100
43100
43100
340
43100
-14
43100
43100
43100
43100
43100
Denotes altitude thrust limited in level flight, 100-fpm residual rate of
climb.
Sec. 5 Page 10 777
Rev. 07/01/99 #2 Continental Flight Manual
LONG RANGE CRUISE MAXIMUM OPERATING ALTITUDE
MAX CRUISE THRUST
ISA + 15°C
vvciun i
HPTIMI IM
\Jr 1 llvlUIVI
TAT
MARGIN TO INITIAL BUFFET "G" (BANK ANGLE)
/ h nnn i p\
[ 1 UUU Ld)
ML 1 1 )
(°C)
1 .20 (33°)
1.25 (36°)
1 .30 (39°)
1 .40 (44°)
1 .50 (48°)
660
30500
4
32300*
32300*
32300*
32300*
31900
640
31200
2
33600*
33600*
33600*
33600*
32700
620
31900
1
34700*
34700*
34700*
34700*
33400
600
32600
-1
35600*
35600*
35600*
35600*
34200
580
33300
-2
36300*
36300*
36300*
36300*
35000
560
34100
-4
37100*
37100*
37100*
37100*
35800
540
34900
-6
38000*
38000*
38000*
38000*
36700
520
35600
-8
38800*
38800*
38800*
38800*
37500
500
36500
-9
39700*
39700*
39700*
39700*
38500
480
37300
-9
40600*
40600*
40600*
40600*
39400
460
38200
-9
41500*
41500*
41500*
41500*
40500
440
39100
-9
42500*
42500*
42500*
42500*
41500
420
40100
-9
43100
43100
43100
43100
42600
400
41100
-9
43100
43100
43100
43100
43100
380
42200
-9
43100
43100
43100
43100
43100
360
43100
-9
43100
43100
43100
43100
43100
340
43100
-9
43100
43100
43100
43100
43100 1
Denotes altitude thrust limited in level flight, 100-fpm residual rate of
climb.
LONG RANGE CRUISE MAXIMUM OPERATING ALTITUDE
MAX CRUISE THRUST
ISA + 20°C
WEIGHT
OPTIMUM
TAT
MARGIN TO INITIAL BUFFET "G" (BANK ANGLE) I
(1000 LB)
ALT (FT)
(°C)
1.20 (33°)
1.25 (36°)
1.30 (39°)
1 .40 (44°)
1 .50 (48°)
660
30500
10
30600*
30600*
30600*
30600*
30600*
640
31200
8
32200*
32200*
32200*
32200*
32200*
620
31900
7
33500*
33500*
33500*
33500*
33500
600
32600
5
34700*
34700*
34700*
34700*
34000
580
33300
3
35600*
35600*
35600*
35600*
34700
560
34100
2
36200*
36200*
36200*
36200*
35500
| 540
34900
-0
36900*
36900*
36900*
36900*
36200
520
35600
-2
37700*
37700*
37700*
37700*
37000
500
36500
-3
38500*
38500*
38500*
38500*
37800
480
37300
-3
39300*
39300*
39300*
39300*
38700
460
38200
-3
40200*
40200*
40200*
40200*
39600
440
39100
-3
41000*
41000*
41000*
41000*
40500
420
40100
-3
41900*
41900*
41900*
41900*
41500
400
41100
-3
42800
42800*
42800*
42800*
42500
380
42200
-3
43100
43100
43100
43100
43100
360
43100
-3
43100
43100
43100
43100
43100 j
340
43100
-3
43100
43100
43100
43100
43100
Denotes altitude thrust limited in level flight, 100-fpm residual rate of
climb.
777 Sec. 5 Page 11
Flight Manual Continental Rev. 07/01/99 #2
LONG RANGE CRUISE TOTAL FUEL AND TIME CHARTS
Ground To Air Miles Conversion
This table is used to convert ground distance and enroute wind to an
equivalent still air distance for use with the Flight Planning Tables.
Long Range Cruise Total Fuel And Time
These tables are provided to determine the time and fuel required to
destination. Data is based on economy climb and descent speeds, and long
range cruise with normal engine bleed for air conditioning. Tables are
provided for high altitude (long distances) and low altitude (short distances).
To determine total fuel and time for a constant altitude cruise, first enter the
Ground to Air Miles Conversion Table to convert ground distance and enroute
wind to an equivalent still air distance for use with the Reference Fuel and
Time Tables. Next, enter the Reference Fuel and Time Table and the desired
altitude and read Reference Fuel and Time Required. Lastly, enter the Fuel
Required Adjustment Table with the reference fuel and the planned landing
weight to obtain fuel required at the planned landing weight.
LONG RANGE CRUISE TOTAL FUEL AND TIME TABLES
Ground To Air Miles Conversion - High Altitude
AIR DISTANCE (NM)
GROUND
AIR DISTANCE (NM)
HEADWIND COMPONENT (KTS)
DIST.
TAILWIND COMPONENT (KTS)
100
80
60
40
20
(NM)
20
40
60
80
100
531
499
469
444
421
400
382
366
351
337
325
1056
993
936
886
841
800
766
735
706
679
656
1578
1485
1401
1327
1261
1200
1150
1104
1061
1022
986
2097
1977
1866
1768
1681
1600
1535
1473
1417
1365
1317
2616
2467
2330
2209
2100
2000
1919
1843
1772
1708
1648
3133
2955
2793
2649
2519
2400
2303
2212
2128
2051
1980
3649
3443
3255
3088
2938
2800
2687
2582
2484
2394
2311
4163
3930
3717
3527
3357
3200
3071
2951
2840
2737
2643
4676
4415
4278
3966
3775
3600
3455
3320
3195
3080
2974
5187
4900
4638
4404
4194
4000
3840
3690
3551
3423
3305
5697
5384
5097
4842
4612
4400
4224
4059
3906
3765
3636
6205
5866
5556
5280
5030
4800
4608
4429
4262
4108
3967
6712
6348
6015
5717
5448
5200
4992
4798
4618
4451
4299
7218
6829
6472
6154
5865
5600
5376
5167
4973
4794
4630
7723
7309
6930
6590
6283
6000
5761
5537
5329
5137
4961
8226
7788
7386
7026
6700
6400
6145
5906
5685
5480
5292
8729
8266
7842
7462
7117
6800
6529
6276
6040
5823
5623
9231
8744
8298
7898
7535
7200
6913
6645
6396
6166
2954
9733
9222
8754
8333
7952
7600
7297
7014
6751
6508
6285
10235
9700
9209
8769
8369
8000
7681
7383
7106
6851
6616
Sec. 5 Page 12 777
Rev. 07/01/99 #2 Continental Flight Manual
LONG RANGE CRUISE TOTAL FUEL AND TIME TABLES
Reference Fuel And Time Required
AID
Ulo 1
(NM)
PRESSURE ALTITUDE (1000 FT)
29
31
33
35
37 & ABOVE
FUEL
TIME
FUEL
TIME
FUEL
TIME
FUEL
TIME
FUEL
TIME
(1000 LB
) ( H:M >
(1000 LB
) (H:M)
(1000 LB
) (H:M)
(1000 LB
) (H:M)
(1000 LB
) (H:M)
400
14.3
1:04
14.0
1:03
13.9
1:02
13.8
1:02
13.8
1:01
800
26.2
2:01
25.3
1:58
24.9
1:56
24.6
1:54
24.4
1:51
1200
38.3
2:56
36.9
2:53
36.2
2:49
35.6
2:45
35.1
2:42
1600
50.4
3:52
48.6
3:46
47.6
3:41
46.8
3:36
46.0
3:32
2000
62.6
4:47
60.3
4:40
59.0
4:34
58.0
4:27
57.0
4:22
2400
75.2
5:41
72.5
5:33
70.9
5:25
69.7
5:18
68.4
5:11
2800
87.8
6:35
84.8
6:25
82.9
6:16
81.3
6:08
79.9
6:01
3200
100.7
7:28
97.3
7:17
95.1
7:07
93.3
6:58
91.7
6:51
3600
113.9
8:20
110.0
8:09
107.6
7:57
105.6
7:47
103.8
7:41
4000
127.0
9:13
122.8
9:00
120.2
8:47
117.8
8:37
115.9
8:30
4400
140.8
10:04
136.2
9:50
133.3
9:37
130.7
9:26
128.9
9:20
4800
154.6
10:55
149.6
10:40
146.4
10:26
143.6
10:16
141.8
10:10
5200
168.7
11:46
163.4
11:30
159.8
11:15
156.9
11:05
155.4
11:00
5600
183.1
12:36
177.4
12:19
173.6
12:04
170.6
11:55
169.5
11:50
6000
197.5
13:26
191.5
13:09
187.6
12:53
184.3
12:45
183.7
12:40
6400
212.6
14:15
206.2
13:57
202.0
13:43
199.2
13:34
6800
227.7
15:04
221.0
14:46
216.5
14:32
214.0
14:24
7200
243.2
15:53
236.2
15:35
231.6
15:21
229.6
15:14
7600
259.0
16:42
251.7
16:23
247.2
16:10
246.0
16:04
8000
274.9
17:31
267.3
17:12
262.9
16:59
262.4
16:54
Fuel Required Adjustment (1000 LB)
REFERENCE FUEL
FUEL REQUIRED ADJUSTMENTS (1000 LB)
REQUIRED (1000 LB)
LANDING WEIGHT (1000 LB)
300
400
500
600
700
' 20
-2.9
-1.4
0.0
1.7
3.6
40
-5.4
-2.5
0.0
3.5
8.1
60
-7.9
-3.7
0.0
5.6
13.2
80
-10.5
-5.0
0.0
8.1
19.1
100
-13.1
-6.3
0.0
10.9
25.6
120
-15.9
-7.6
0.0
14.1
32.8
140
-18.6
-9.0
0.0
17.6
40.6
160
-21.4
-10.5
0.0
21.5
49.2
180
-24.3
-12.0
0.0
25.7
58.4
200
-27.3
-13.5
0.0
30.2
68.2
220
-30.2
-15.2
0.0
35.1
78.8
240
-33.3
-16.8
0.0
40.3
90.0
260
-36.4
-18.5
0.0
45.9
101.9
280
-39.6
-20.3
0.0
51.9
114.5
Based on 3 10/. 84 climb, Long Range Cruise and .84/310 descent.
Notes : 1 . Taxi fuel 75 lb/min.
2. APU on ground 530 lb/hr.
3. APU in air 200 lb/hr.
777 Sec. 5 Page 13
Flight Manual Continental Rev. 07/01/99 #2
Long Range Cruise Step Fuel And Time
The Long Range Cruise Step Total Fuel and Time Tables are provided to
determine trip time and fuel required to destination when flying a step climb
profile. Step climb profiles are based on 4000 ft. step climbs to keep the flight
within 2000 ft. of the optimum altitude for the current cruise weight. To
determine trip fuel and time, enter the Ground to Air Miles Conversion Table
and determine air distance as discussed above. Then enter the trip fuel and
time required with air distance and planned landing weight to read trip fuel.
Continue across the table to read trip home.
LONG RANGE CRUISE STEP CLIMB FUEL AND TIME
Ground To Air Miles Conversion
AIR DISTANCE (NM)
GROUND
AIR DISTANCE (NM)
HEADWIND COMPONENT (KTS)
DIST.
TAILWIND COMPONENT (KTS) i
100
80
60
40
20
(NM)
20
40
60
80
100
1042
982
929
882
839
800
765
732
702
675
649
1547
1462
1387
1318
1256
1200
1148
1101
1058
1017
980
2052
1942
1844
1755
1674
1600
1532
1470
1413
1360
1311
2557
2422
2301
2191
2091
2000
1917
1840
1769
1703
1642
3062
2902
2758
2627
2508
2400
2301
2209
2125
2046
1974
3566
3381
3214
3063
2926
2800
2685
2578
2480
2389
2305
4070
3860
3671
3499
3343
3200
3069
2948
2836
2733
2636
4574
4339
4127
3935
3760
3600
3453
3317
3192
3076
2968
5078
4818
4584
4371
4177
4000
3837
3687
3548
3419
3299
5582
5297
5040
4807
4595
4400
4221
4056
3904
3763
3631
6085
5776
5497
5243
5012
4800
4605
4426
4260
4106
3963
6589
6255
5953
5679
5429
5200
4990
4796
4616
4450
4295
7093
6734
6409
6115
5846
5600
5374
5165
4972
4793
4626
7596
7212
6866
6551
6263
6000
5758
5535
5328
5137
4958
8099
7691
7322
6986
6680
6400
6142
5904
5684
5480
5290
8606
8170
7778
7422
7097
6800
6526
6274
6040
5824
5622
9107
8649
8234
7858
7515
7200
6911
6644
6396
6167
5954
9610
9127
8691
8294
7932
7600
7295
7013
6753
6511
6285
10114
9606
9147
8730
8369
8000
7679
7383
7109
6854
6617
Sec. 5 Page 14 777
Rev. 07/01/99 #2 Continental Flight Manual
LONG RANGE CRUISE STEP CLIMB FUEL AND TIME
Step Climb Total Fuel And Time Required
AIR
TRIP FUEL (1000 LB)
I llvlb
DIST
LANDING WEIGHT (1000 LB)
(H:M)
(NM)
300
350
400
450
500
800
20.4
22.2
24.5
26.9
29.3
1 :51
1200
29.2
31.6
35.1
38.5
42.4
2:41
1600
38.0
41.2
46.0
50.5
55.8
3:31
2000
47.0
51.0
57.1
62.8
69.4
4:21
2400
55.9
61.0
68.4
75.4
83.3
5:11
2800
65.0
71.2
79.9
88.3
97.5
6:01
3200
74.3
81.8
91.7
101.6
112.1
6:50
3600
83.8
92.5
103.7
115.1
127.1
7:40
4000
93.4
103.6
116.1
129.0
142.4
8:30
4400
103.2
114.8
128.8
143.1
158.0
9:19
4800
113.3
126.2
141.8
157.5
174.0
10:08
5200
123.6
137.9
155.1
172.3
190.3
10:58
5600
134.2
149.9
168.8
187.5
207.0
11:47
6000
145.0
162.1
182.7
203.1
224.1
12:36
6400
156.0
174.8
196.9
217.0
241.6
13:26
6800
167.3
187.7
211.4
235.2
259.6
14:15
7200
178.9
200.9
226.3
251.9
278.2
15:04
7600
190.6
214.4
241.6
268.8
297.3
15:54
8000
202.6
228.3
257.3
286.2
317.0
16:43
Based on 310/.84 climb, LRC, and .84/310/250 descent.
Valid for all pressure altitudes with 4000 ft. step climb to 2000 ft. above
optimum altitude.
777 Sec. 5 Page 15
Flight Manual Continental Rev. 07/01/99 #2
SHORT RANGE TOTAL FUEL AND TIME
These tables are provided to determine trip fuel and time for short distances or
alternates. The data considers the use of the FMC short trip optimum altitude.
Obtain air distance from upper table using the ground distance and wind
component to the alternate. Enter lower table with air distance and read trip
fuel required for the expected landing weight, together with time to alternate
at right. For distances greater than shown or other altitudes, use the Long
Range Cruise Total Fuel and Time Tables.
SHORT RANGE TOTAL FUEL AND TIME
Ground To Air Miles Conversion
AIR DISTANCE (NM)
GROUND
AIR DISTANCE (NM)
HEADWIND COMPONENT (KTS)
DIST.
TAILWIND COMPONENT (KTS) I
100
80
60
40
20
(NM)
20
40
60
80
100
89
77
68
61
55
50
46
43
40
37
35
157
141
128
117
108
100
93
87
82
78
73
222
203
186
172
160
150
141
133
126
119
113
286
263
244
227
213
200
189
179
169
161
154
348
323
301
282
265
250
237
225
214
204
195
410
382
358
336
317
300
285
271
258
247
237
471
441
414
390
369
350
333
317
303
290
278
533
500
470
444
421
400
381
364
348
333
320
596
560
527
499
473
450
429
410
392
376
362
660
620
585
554
525
500
477
456
437
419
402
Short Trip Total Fuel And Time Required
AIR DIST.
(NM)
TRIP FUEL (1000 LB)
TIME
(H:M)
LANDING WEIGHT (1000 LB)
300
350
400
450
500
50
Fuel (10001b)
Alt (ft)
2.9
9000
3.1
9000
3.4
9000
3.6
7000
3.9
7000
0:13
100
Fuel (10001b)
Alt (ft)
4.5
15000
4.8
15000
5.2
15000
5.5
13000
5.9
13000
0:22
150
Fuel (1000 lb)
Alt (ft)
6.0
23000
6.5
21000
6.9
21000
7.4
21000
7.9
21000
0:29
200
Fuel (10001b)
Alt (ft)
7.3
29000
7.9
27000
8.5
27000
9.1
27000
9.7
25000
0:36
250
Fuel (10001b)
Alt (ft)
8.5
35000
9.2
31000
10.0
31000
10.7
29000
11.4
27000
0:42
300
Fuel (10001b)
Alt (ft)
9.6
39000
10.5
35000
11.3
33000
12.2
31000
13.1
29000
0:48
350
Fuel (10001b)
Alt (ft)
10.7
41000
11.7
37000
12.7
37000
13.7
35000
14.7
31000
0:54
400
Fuel (10001b)
Alt (ft)
11.8
41000
12.8
41000
14.0
39000
15.1
37000
16.3
35000
1:00
450
Fuel (10001b)
Alt (ft)
12.8
41000
13.9
41000
15.2
39000
16.5
37000
17.9
35000
1:06
500
Fuel (10001b)
Alt (ft)
13.9
41000
15.1
41000
16.5
39000
17.9
37000
19.4
35000
1:13
Sec. 5 Page 16 777
Rev. 07/01/99 #2 Continental Flight Manual
LANDING LIMIT EXPLANATIONS
Landing
Tables are provided for determining the maximum landing weight as limited
by field length or climb requirements for flaps 30.
Maximum landing weight is the lessor of the field length limit weight and
climb limit weight; do not exceed maximum structural landing weight.
Landing Field Limit Weight
Obtain wind corrected field length by entering upper table with field length
available and wind component along the runway. Now enter lower table with
wind corrected field length and pressure altitude to read field limit weight for
the expected runway condition.
Landing Climb Limit Weight
Enter table with airport OAT and pressure altitude to read landing climb limit
weight. Apply the noted adjustments as required.
777 Sec. 5 Page 17
Flight Manual Continental Rev. 07/01/99 #2
LANDING FIELD LIMIT WEIGHT
Flaps 30
Wind Corrected Field Length (FT)
FIELD LENGTH
AVAII ARI F
(FT)
WIND COMPONENT (KTS)
-15
-10
0
10
20
30
40
3950
4275
4600
2850
3125
3400
3175
3475
3775
3950
4275
4600
4200
4550
4875
4475
4825
5150
4750
5100
5475
5025
5400
5750
4925
5250
5575
3700
3975
4250
4075
4375
4675
4925
5250
5575
5225
5550
5900
5500
5850
6200
5825
6175
6525
6125
6500
6850
5900
6250
6575
4550
4825
5100
5000
5275
5575
5900
6250
6575
6225
6550
6900
6550
6900
7250
6900
7250
7625
7250
7625
8025
6900
7225
7550
5400
5700
5950
5875
6150
6450
6900
7225
7550
7250
7600
7925
7600
7950
8300
8000
8375
8725
8400
8775
9150
7875
8200
8525
6250
6525
6775
6725
7025
7325
7875
8200
8525
8250
8600
8950
8650
9000
9375
9125
9550
10000
9600
10075
10600
8875
9200
9525
7050
7300
7525
7600
7900
8150
8875
9200
9525
9325
9725
10125
9800
10250
10750
10475
10950
11450
11125
11650
12175
Field Limit Weight (1000 LB)
WIND CORR'D
AIRPORT PRESSURE ALTITUDE (FT) j
FIELD LENGTH
0
1000
2000
3000
(FT)
DRY
WET
DRY
WET
DRY
WET
DRY
WET
3950
313.1
260.1
304.2
251.3
293.2
242.5
284.4
233.7
4275
348.3
288.8
337.3
280.0
328.5
271.2
317.5
262.3
4600
383.6
317.5
372.6
308.6
361.6
299.8
350.5
291.0
4925
421.1
350.5
410.1
339.5
396.8
328.5
385.8
319.7
5250
458.6
381.4
445.3
370.4
432.1
359.3
418.9
348.3
5575
491.6
414.5
480.6
401.2
467.4
390.2
454.1
377.0
5900
513.7
445.3
504.9
432.1
496.0
418.9
487.2
407.9
6250
535.7
478.4
526.9
465.2
515.9
449.7
507.1
436.5
6575
555.6
500.4
546.7
491.6
535.7
480.6
526.9
467.4
6900
575.4
520.3
566.6
511.5
555.6
502.6
546.7
491.6
7225
595.2
537.9
586.4
529.1
575.4
520.3
564.4
509.3
7550
615.1
555.6
604.1
546.7
593.0
535.7
584.2
526.9
7875
632.7
573.2
621.7
564.4
612.9
553.4
601.9
544.5
8200
650.4
590.8
641.5
579.8
630.5
571.0
619.5
560.0
8525
668.0
606.3
657.0
597.4
645.9
586.4
634.9
577.6
8875
685.6
623.9
674.6
612.9
663.6
601.9
652.6
593.0
9200
703.3
639.3
692.2
628.3
679.0
617.3
668.0
608.5
9525
720.9
654.8
709.9
643.7
696.7
632.7
685.6
621.7
Decrease field limit weight 23150 lbs. for each deactivated brake.
Decrease field limit weight 48500 lbs. when using manual speed brakes.
Sec. 5 Page 18 777
Rev. 05/01/02 #8 Continental Flight Manual
LANDING CLIMB LIMIT WEIGHT
Valid for approach with flaps 20 and landing with flaps 25 or 30.
AIRPORT OAT
AIRPORT PRESSURE ALTITUDE (FT)
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664.3
648.5
632.5
606.2
24
75
664.8
649.0
632.9
613.9
22
72
665.2
649.4
633.3
614.4
20
68
665.6
649.8
633.7
614.7
18
64
666.1
650.2
634.1
615.0
16
61
666.5
650.6
634.5
615.3
14
57
666.9
650.9
634.8
615.6
12
54
667.4
651.3
635.1
615.9
10
50
667.8
651.8
635.5
616.2
-40
-40
670.2
654.1
637.7
618.2
Based on engine bleed for 2 packs on and engine anti-ice on or off and wing
anti-ice off.
With engine bleed for packs off, increase weight by 6100 lbs.
With engine and wing anti-ice on, decrease weight by 4700 lbs.
When operating in icing conditions during any part of the flight with forecast
landing temperature below 10°C, decrease weight by 43200 lbs.
Ill
Flight Manual
Continental
Sec. 5 Page 19
Rev. 05/01/02 #8
Quick Turnaround Limit Weight
Enter table with airport pressure altitude and OAT to read maximum quick
turnaround weight. Apply the noted adjustments as required.
If the landing weight exceeds the maximum quick turnaround weight, wait the
specified time and then check that the wheel thermal plugs have not melted
before executing a subsequent takeoff.
QUICK TURNAROUND LIMIT WEIGHT
Flaps 30
AIRPORT OAT
AIRPORT PRESSURE ALTITUDE (FT)
°c
°F
0
2000
4000
6000
8000
54
129
514.5
50
122
517.9
498.3
45
113
522.3
502.5
483.2
40
104
526.8
506.8
487.2
468.7
35
95
531.4
511.2
491.5
472.6
454.2
30
86
536.1
515.8
495.8
476.6
458.1
25
77
540.9
520.4
500.3
480.7
462.0
20
68
545.9
525.2
504.9
484.8
466.0
15
59
551.0
530.1
509.6
489.3
470.2
10
50
556.2
535.1
514.4
494.0
474.4
5
41
561.6
540.3
519.4
498.7
478.8
0
32
567.2
545.6
524.5
503.6
483.3
-5
23
572.9
551.1
529.7
508.7
488.0
-10
14
578.8
556.8
535.1
513.9
493.0
-15
5
584.8
562.6
540.7
519.2
498.2
-20
-4
591.0
568.6
546.5
524.8
503.5
-30
-22
603.9
581.2
558.6
536.3
514.5
-40
-40
617.2
594.4
571.4
548.7
526.3
-50
-58
630.5
607.5
584.9
561.8
538.7
-54
-65
636.0
612.8
590.0
567.1
543.7
Increase weight by 5500 lbs. per 1% uphill slope. Decrease weight by 9000
lbs. per 1% downhill slope.
Increase weight by 14300 lbs. per 10 knots headwind. Decrease weight by
64000 lbs. per 10 knots tailwind.
Decrease weight by 26000 lbs. when one brake is deactivated. Decrease
weight by 53400 lbs. when two brakes are deactivated.
After landing at weights exceeding those shown above, adjusted for slope and
wind, wait at least 65 minutes and check that wheel thermal plugs have not
melted before executing a takeoff.
As an alternate procedure, no waiting period is required if the brake temp
advisory message on EICAS is not displayed 10 to 15 minutes after parking.
Sec. 5 Page 20 777
Rev. 07/01/99 #2 Continental Flight Manual
INTENTIONALLY LEFT BLANK
777 Sec. 5 Page 21
Flight Manual Continental Rev. 07/01/99 #2
ENROUTE
MAX CLIMB POWER SETTING
This table shows Max Climb %N, for a 310 KIAS/.84M climb speed
schedule, normal engine bleed for packs ON and anti-ice OFF. Enter the table
with airport pressure altitude and TAT and read %N ; . %Ni adjustments are
shown for anti-ice operation.
MAX CLIMB %N,
Based on engine bleed for packs ON or OFF and anti-ice OFF
PRESSURE ALTITUDE (FT) AND SPEED IAS (MACH)
0
5000
10000
15000
20000
25000
30000
35000
40000
43000
310
310
310
310
310
310
310
287
256
239
°c
°F
.47
.51
.56
.61
.67
.74
.81
.84
.84
.84
60
140
88.7
88.6
90.3
92.6
95.3
98.0
101.3
105.1
105.1
103.8
50
122
90.4
90.1
90.1
91.2
93.9
96.5
99.8
103.6
103.5
102.2
40
104
92.4
92.3
92.3
92.3
92.7
95.0
98.2
101.9
101.9
100.7
30
86
91.5
94.2
94.2
94.2
94.4
95.2
96.8
100.3
100.2
99.0
20
68
90.0
92.6
95.2
96.0
96.4
96.8
98.1
99.0
98.6
97.4
15
59
89.2
91.8
94.4
96.8
97.0
97.4
98.5
99.5
99.0
98.6
10
50
88.4
91.0
93.5
95.9
97.5
97.9
99.0
99.8
99.5
99.2
5
41
87.6
90.2
92.7
95.1
97.0
98.3
99.3
100.3
99.8
99.6
0
32
86.9
89.4
91.9
94.2
96.1
98.0
99.8
100.9
100.3
100.0
-5
23
86.1
88.6
91.0
93.3
95.2
97.1
99.8
101.7
101.0
100.6
-10
14
85.3
87.7
90.2
92.5
94.3
96.2
98.8
102.9
101.9
101.4
-15
5
84.4
86.9
89.3
91.6
93.4
95.3
97.9
102.8
102.8
102.2
-20
-4
83.6
86.1
88.4
90.7
92.5
94.4
96.9
101.8
101.8
101.3
-25
-13
82.8
85.2
87.6
89.8
91.6
93.4
96.0
100.8
100.8
100.2
-30
-22
81.9
84.3
86.7
88.9
90.7
92.5
95.0
99.8
99.8
99.2
-35
-31
81.1
83.5
85.8
88.0
89.7
91.5
94.0
98.8
98.8
98.2
-40
-40
80.2
82.6
84.9
87.0
88.8
90.6
93.0
97.7
97.7
97.2
%N! Adjustments for Engine Bleed
Bleed Configuration
Airport Pressure Altitude (FT)
0
10000
20000
30000
40000
43000
2 Packs ON - 1 Bleed Source
1 Pack ON - 1 or 2 Bleed Sources
Engine Anti-ice ON (1 ,3)
-0.3
-0.3
-0.2
-0.5
-0.5
-0.3
-0.4
-0.4
-0.2
-0.3
-0.3
-0.2
-0.3
-0.3
-0.2
-0.3
-0.3
-0.2
Engine Anti-ice ON (2)
-0.5
-0.8
-0.6
-0.5
-0.5
-0.5
Engine and Wing Anti-Ice ON (1)
-0.2
-0.4
-0.3
-0.3
-0.3
-0.3
Engine and Wing Anti-ice ON (2)
-0.5
-0.9
-0.7
-0.6
-0.6
-0.6
Engine and Wing Anti-ice ON (3)
-0.2
-0.5
-0.4
-0.4
-0.4
-0.4
1 . 2 Packs ON or OFF with 2 bleed sources.
2. 2 Packs ON with 1 bleed source or 1 pack ON with 1 or 2 bleed sources.
3. Packs OFF with 1 bleed source.
Sec. 5 Page 22 777
Rev. 05/01/02 #8 Continental Flight Manual
Max Climb Power Time, Fuel, Distance Tables
These tables show the time, fuel and distance to level off using max climb
power. The tables assume a 250/3 10/.84M climb schedule. Enter the correct
ISA table and brake release weight for the desired pressure altitude.
MAX CLIMB TIME, FUEL AND DISTANCE
Based on 250/31 0/.84M, full climb power, zero wind. ISA + 10°C
! PRESSURE
ALTITUDE
(1000 FT)
BRAKE RELEASE WEIGHT (1000 LB)
320
380
440
500
560
620
660
430
TIME (MIN)
FUEL (LB)
DIST (NM)
15
7200
102
19
9000
132
410
TIME (MIN)
FUEL (LB)
DIST (NM)
14
6800
91
17
8500
115
22
10600
148
390
TIME (MIN)
FUEL (LB)
DIST (NM)
13
6400
82
16
8000
103
20
9800
128
25
12100
163
370
TIME (MIN)
FUEL (LB)
DIST (NM)
12
6100
74
15
7600
92
18
9200
114
22
11200
142
30
14900
198
350
TIME (MIN)
FUEL (LB)
DIST (NM)
11
5800
68
14
7200
84
17
8800
104
20
10600
127
26
13600
169
31
15600
200
330
TIME (MIN)
FUEL (LB)
DIST (NM)
10
5600
62
13
6900
77
16
8300
95
19
10000
116
24
12700
151
28
14400
175
32
16600
208
310
TIME (MIN)
rUbL (LbS)
DIST (NM)
10
5300
57
12
6500
70
14
7900
85
17
9400
104
22
11900
134
25
13400
154
29
15200
179
290
TIME (MIN)
FUEL (LB)
DIST (NM)
9
4900
50
1 1
6000
61
13
7300
74
16
8700
90
20
10900
115
22
12200
131
25
13700
151
270
TIME (MIN)
FUEL (LB)
DIST (NM)
8
4600
43
10
5600
53
12
6700
65
14
8000
78
17
9500
93
20
11100
112
22
12500
128
250
TIME (MIN)
FUEL (LB)
DIST (NM)
7
4300
38
9
5200
46
11
6200
56
13
7400
67
15
8700
80
18
10200
96
20
11300
108
230
TIME (MIN)
FUEL (LB)
DIST (NM)
7
3900
33
8
4800
40
10
5800
48
11
6800
58
14
8000
69
16
9300
82
18
10300
92
210
TIME (MIN)
FUEL (LB)
DIST (NM)
6
3600
28
7
4400
34
9
5300
41
10
6300
49
12
7300
58
14
8500
69
16
9400
78
180
TIME (MIN)
FUEL (LB)
DIST (NM)
5
3200
22
6
3900
27
7
4700
32
9
5500
39
10
6400
45
12
7400
54
13
8100
60
100
TIME (MIN)
FUEL (LB)
DIST (NM)
3
1900
7
3
2300
9
4
2700
11
5
3200
13
5
3700
15
6
4200
18
7
4500
20
777 Sec. 5 Page 23
Flight Manual Continental Rev. 07/01/99 #2
CLIMB TIME, FUEL AND DISTANCE
Based on 250/31 0/.84M, full climb power, zero wind. ISA
PRESSURE
BRAKE RELEASE WEIGHT (1000 LB)
ALTITUDE
(1000 FT)
320
380
440
500
560
620
660
TIME (MIN)
15
19
430
Fl IFI CI R\
6800
8600
DIST (NM)
97
126
TIMF CMIN\
1 1 1 VI 1 \ IVI 1 1 N I
14
17
21
410
Fl IFI t\ K\
1 \J\ 1 1 LUI
6500
8100
10100
DIST (NM)
86
110
141
TIMF /MINh
1 1 1 VI L t IVI 1 1 N J
12
15
19
24
390
Fl IFI CI R\
1 Ul l_ 1 l_LJ J
6200
7700
9400
11600
DIST (NM)
78
98
122
155
TIMF CMIN\
1 1 1 VI 1 t IVI 1 1 N 1
12
14
17
21
27
370
Fl IFI CI R\
5900
7300
8800
10700
13100
DIST (NM)
71
88
109
135
171
TIMF CMIN\
1 1 1 VI L \ IVI 1 1 N j
11
13
16
' 20
24
30
350
Fl IFI CI R\
5600
6900
8400
10100
12200
14900
DIST (NM)
65
80
99
i 121
149
190
TIMF CMIKh
1 1 IVI C ^ IVI 1 In )
10
13
15
18
22
27
31
330
Fl IFI CI R\
1 Ul l_ 1 LD J
5400
6600
8000
9600
11500
13800
15900
DIST (NM)
60
74
90
110
134
167
197
TIMF CMIN\
1 1 IVI 1 t IVI II"/
9
12
14
17
20
24
28
31 0
Fl IFI CI R\
i U IZI_ ^ l_D j
5100
6200
7500
9000
10700
12800
14500
DIST (NM)
54
67
81
99
120
147
171
TIMF CMIM\
1 1 IVI Ll \\v\\\\)
9
11
13
15
18
22
25
290
Fl IFI CI R1
1 Ul 1 1 LUI
4700
5800
7000
8300
9900
11700
13200
DIST (NM)
47
58
71
86
103
125
144
TIMF CMIN\
1 1 1 VI 1 t IVI 1 1 M J
8
10
12
14
16
19
22
270
FUEL (LB)
4400
5400
6500
7700
9100
10700
12000
DIST (NM)
41
51
62
74
89
107
122
TIMF (tJ\\N\
1 1 IVI 1 t IVI 1 1 N j
7
9
1 1
12
15
17
19
250
FUEL (LB)
4100
5000
6000
7100
8400
9800
10900
DIST (NM)
36
44
54
64
76
91
112
TIME (MIN)
7
8
10
11
13
15
17
230
FUEL (LB)
3800
4600
5600
6600
7700
9000
9900
DIST (NM)
31
38
46
L 55
66
78
88
TIME (MIN)
6
7
9
10
12
14
15
210
FUEL (LB)
3500
4300
5100
6100
7100
8200
9000
DIST (NM)
27
33
40
47
56
66
74
TIME (MIN)
5
6
7
9
10
12
13 j
180
FUEL (LB)
3100
3800
4500
5300
6200
7100
7800
DIST (NM)
21
26
31
37
43
51
57
TIME (MIN)
3
3
4
5
5
6
7
100
FUEL (LB)
1800
2200
2700
3100
3600
4100
4400
DIST (NM)
7
9
10
12
15
17
19
Sec. 5 Page 24 777
Rev. 07/01/99 #2 Continental Flight Manual
CLIMB TIME, FUEL AND DISTANCE
Based on 250/31 0/.84M, full climb power, zero wind. ISA -1 0°C
! PRESSURE
BRAKE RELEASE WEIGHT (1000 LB)
! ALTITUDE
1000 FT)
320
380
440
500
560
620
660
TIME /MIM\
I IIVI t (IV! UN )
14
18
/ion
PI IPI l\ R\
rUtL ^L-DJ
6500
8200
U I o 1 \ IN 1 VI /
92
119
TIMP /MIM\
1 IMt (MIIN )
13
17
21
/HA
4 I U
PI IPI l\ R\
rUtL \>-D)
6200
7700
9600
82
104
133
TIMP /MIM\
1 IMt (Ml IN J
12
15
19
23
TOO
PI IPI l\ R\
rUtL ^L.D^
5900
7300
9000
11000
VJ\\J \ \ INIVI )
74
93
116
148
TIME /MIM\
1 IMt (Ml IN )
11
14
17
21
26
17ft
o/U
PI IPI /I R\
rUtL vLD)
5600
6900
8500
10200
12500
67
84
104
128
162
TIMP /MIM\
1 IIVI t ^IVIIIN )
11
13
16
19
23
29
ICft
PI IPI /I R\
rUtL vLDJ
5400
6600
8000
9700
11600
14200
UIO 1 \ 1 \ 1 VI )
62
76
94
115
142
180
TIMP /MIM\
1 IMt (MIINJ
10
12
15
18
21
26
30
ion
pi ipi /I R\
r U t L \LD )
5100
6300
7600
9200
11000
13200
15100
niCT (MM)
UIO 1 \ 1 \ 1 VI )
57
70
86
105
128
158
187
TIMP /MINh
1 IMt (Ml IN J
9
11
14
17
20
24
27
ft
O 1 u
PI IPI l\ R\
rUtl_ ^LDJ
4900
6000
7200
8600
10300
12200
13900
DI9T (MM)
Ulu 1 \ 1 ^1 IV] J
51
64
78
94
114
139
162
TIMP /MIM\
1 llvlt (MIINJ
8
10
12
15
18
21
24
PI IPI /I R\
rUtl_ (LtS)
4500
5600
6700
8000
9500
11200
12600
niCT /MM\
Ulu 1 \ INIV1 /
45
56
68
82
98
119
137
TIMP /MINh
1 llvlt (Ml IN J
8
9
11
14
16
19
21
pi ipi 1\ R\
4200
5200
6200
7400
8700
10300
11500
DI9T (MM)
Ulu 1 1 1 M 1 VI J
40
49
59
71
85
102
116
TIMP /MIM\
1 IMt (MMM)
7
9
10
12
14
17
19
250
FUEL (LB)
3900
4800
5800
6900
8100
9400
10400
DIST(NM)
35
42
51
61
73
87
99
TIME (MIN)
6
8
9
11
13
15
17
230
FUEL (LB)
3700
4500
5400
6300
7400
8600
9500
DIST(NM)
30
37
44
53
63
74
84
TIME (MIN)
6
7
8
10
12
13
15
210
FUEL (LB)
3400
4100
4900
5800
6800
7900
8700
DIST(NM)
26
32
38
45
53
63
71
TIME (MIN)
5
6
7
8
10
11
12
180
FUEL (LB)
3000
3700
4400
5100
6000
6900
7500
DIST(NM)
20
25
30
35
42
49
55
TIME (MIN)
3
3
4
30 5 00
35 5 00
6
43 6 00
FUEL (LB)
1800
2200
2600
4000
DIST(NM)
7
8
10
16
777 Sec. 5 Page 25
Flight Manual Continental Rev. 07/01/99 #2
Long Range Cruise Control
These tables provide target %Ni, LRC Mach number, IAS and standard day
fuel flow per engine for the airplane weight and pressure altitude. As
indicated by the shaded area, at optimum altitude .84 Mach approximates the
LRC Mach schedule.
ENROUTE LONG RANGE CRUISE TABLES
Note : Do not use this section for dispatch performance.
Long Range Cruise Control
WEIGHT
PRESSURE ALTITUDE (1000 FT)
(1000 LB)
25
27
29
31
33
35
37
39
41
43
%N,
87.8
89.4
91.0
92.5
94.7
660
Mach
.772
.802
.834
.843
.839
KIAS
325
325
325
315
300
FF/ENG
9561
9643
9787
9845
9993
%N,
86.7
88.3
89.9
91.1
92.6
95.4
620
Mach
.772
.802
.834
.844
.842
.837
KIAS
325
325
325
315
301
286
FF/ENG
9190
9233
9363
9264
9201
9501
%N,
85.2
86.9
88.5
89.7
91.0
92.7
96.8
580
Mach
.764
.791
.817
.839
.844
.841
.834
KIAS
321
320
318
313
302
288
272
FF/ENG
8728
8694
8716
8703
8570
8597
9101
%N,
83.4
85.1
86.7
88.2
89.5
90.8
93.2
540
Mach
.742
.769
.796
.823
.841
.843
.840
KIAS
312
310
309
307
301
288
274
FF/ENG
8098
8049
8040
8077
8050
7924
8032
%N,
81 .4
83.1
84.8
86.4
87.9
89.2
90.9
94.1
500
Mach
.720
.746
.773
.801
.827
.843
.843
.839
KIAS
301
300
299
298
295
288
275
261
FF/ENG
7483
7426
7396
7410
7458
7403
7323
7558
%N,
79.2
81.0
82.7
84.4
86.1
87.5
89.2
91.4
94.7
460
Mach
.694
.721
.747
.775
.803
.830
.843
.843
.838
KIAS
290
290
288
287
286
283
275
263
249
FF/ENG
7001
6976
6781
6773
6811
6836
6789
6789
7079
%N,
76.9
78.6
80.4
82.1
83.9
85.5
87.4
89.4
91.7
95.1
420
Mach
.665
.665
.721
.747
.776
.804
.831
.843
.843
.837
KIAS
277
277
277
276
275
274
271
263
251
238
FF/ENG
6362
6352
6329
6161
6168
6206
6243
6247
6259
6551
%N,
74.6
76.1
77.9
79.6
81.4
83.1
85.1
87.5
89.5
91.7
380
Mach
.639
.662
.690
.718
.745
.774
.803
.830
.843
.843
KIAS
266
264
264
264
263
262
261
258
251
240
FF/ENG
5787
5726
5710
5574
5545
5558
5624
5723
5712
5718
%N,
72.0
73.6
75.1
76.8
78.6
80.4
82.5
85.0
87.3
89.3
340
Mach
.611
.633
.656
.683
.712
.740
.769
.799
.826
.843
KIAS
253
252
251
250
251
250
249
247
245
239
FF/ENG
5209
5159
5097
4964
4962
4949
5001
5099
5173
5281
%N,
69.0
70.7
72.3
73.8
75.5
77.3
79.4
81.9
84.5
86.8
300
Mach
.579
.601
.624
.647
.673
.703
.732
.760
.790
.818
KIAS
239
238
238
236
236
236
235
234
233
232
FF/ENG
4620
4581
4535
4489
4469
4466
4510
4564
4647
4717
Shaded area approximates optimum altitude.
Sec. 5 Page 26 777
Rev. 07/01/99 #2 Continental Flight Manual
Long Range Cruise Enroute Fuel And Time
Long Range Cruise Enroute Fuel and Time Tables are provided to determine
remaining time and fuel required to destination. The data is base on LRC
cruise and .84/310/250 descent. Tables are presented for low altitudes for
shorter trip distances and high altitudes for longer trip distances.
To determine remaining fuel and time required first enter the Ground to Air
Miles Conversion table to convert ground distance and enroute wind to an
equivalent still air distance for use with the Reference Fuel and Time tables.
Next, enter the Reference Fuel and Time table with the converted and the
desired altitude and read Reference Fuel and Time Required. Lastly, enter the
Fuel Required Adjustment table with the Reference fuel and the actual weight
at checkpoint to obtain fuel required to destination.
LONG RANGE CRUISE ENROUTE FUEL AND TIME - LOW ALTITUDE
Ground To Air Miles Conversion
AIR DISTANCE (NM) j
GROUND
AIR DISTANCE (NM)
HEADWIND COMPONENT (KTS)
DIST.
TAILWIND COMPONENT (KTS)
100
80
60
40
20
(NM)
20
40
60
80
100
281
260
241
226
212
200
191
182
174
167
161
561
520
484
452
425
400
382
366
351
337
325
842
780
725
678
637
600
574
549
527
507
488
1124
1041
968
904
850
800
765
733
704
676
652
1407
1304
1211
1132
1062
1000
957
917
880
846
815
1691
1566
1454
1358
1275
1200
1148
1100
1055
1015
978
1975
1828
1697
1586
1488
1400
1340
1284
1232
1184
1140
2261
2092
1941
1813
1701
1600
1531
1466
1407
1352
1303
2548
2357
2186
2041
1914
1800
1722
1649
1582
1521
1465
2835
2622
2431
2269
2127
2000
1913
1833
1759
1690
1628
777 Sec. 5 Page 27
Flight Manual Continental Rev. 07/01/99 #2
LONG RANGE CRUISE ENROUTE FUEL AND TIME - LOW ALTITUDE
Fuel And Time Required
AIR
DIST
PRESSURE ALTITUDE (1000 FT)
10
14
20
24
28
(NM)
FUEL
TIME
FUEL
TIME
FUEL
TIME
FUEL
TIME
FUEL
TIME
(1000 LB) ( H:M)
(1000 LB) ( H:M)
(1000 LB) ( H:M)
(1000 LB
) ( H:M)
(1000 LB) ( H:M)
200
8.1
0:38
7.0
0:37
5.8
0:35
5.2
0:34
4.5
0:33
400
17.0
1:12
15.3
1:09
13.4
1:05
12.3
1:02
11.0
1:00
600
25.8
1:47
23.5
1:42
20.8
1:35
19.3
1:31
17.6
1:27
800
34.6
2:22
31.6
2:15
28.2
2:06
26.3
1:59
24.1
1:54
1000
43.3
2:57
39.6
2:48
35.5
2:36
33.2
2:28
30.6
2:21
1200
51.8
3:32
47.6
3:22
42.8
3:07
40.1
2:57
37.1
2:48
1400
60.4
4:08
55.5
3:55
50.0
3:38
46.9
3:27
43.5
3:16
1600
68.8
4:44
63.4
4:30
57.1
4:09
53.6
3:56
49.8
3:34
1800
77.1
5:20
71.1
5:04
64.2
4:41
60.3
4:26
56.1
4:11
2000
85.4
5:57
78.8
5:38
71.2
5:12
67.0
4:5
62.3
4:39
Fuel Required Adjustment (1000)
REFERENCE FUEL
WEIGHT AT CHECKPOINT (1 000 LB)
REQUIRED
(1000 LB)
300
400
500
600
700
5
-0.4
-0.1
0.0
0.4
0.8
10
-1.6
-0.7
0.0
1.0
2.1
15
-2.9
-1.3
0.0
1.6
3.3
20
-3.9
-1.9
0.0
2.2
4.6
25
-5.0
-2.5
0.0
2.7
5.8
30
-6.1
-3.0
0.0
3.3
7.1
35
-7.1
-3.5
0.0
3.9
8.3
40
-8.2
-4.0
0.0
4.4
9.5
Based on LRC and .84/310/250 descent.
Sec. 5 Page 28 777
Rev. 07/01/99 #2 Continental Flight Manual
LONG RANGE CRUISE ENROUTE FUEL AND TIME - HIGH ALTITUDE
Ground To Air Miles Conversion
AIR DISTANCE (NM)
GROUND
AIR DISTANCE (NM)
HEADWIND COMPONENT (KTS)
DIST.
TAILWIND COMPONENT (KTS)
100
80
60
40
20
(NM)
20
40
60
80
100
522
492
466
441
420
400
383
367
353
340
328
1036
979
927
881
839
800
767
737
709
683
659
1551
1467
1389
1320
1257
1200
1152
1107
1065
1026
991
2068
1955
1852
1760
1677
1600
1536
1476
1421
1369
1322
2586
2445
2315
2200
2096
2000
1920
1846
1777
1712
1653
3106
2936
2780
2641
2515
2400
2305
2215
2132
2055
1985
3628
3428
3245
3082
2935
2800
2688
2584
2488
2398
2316
4151
3922
3712
3542
3355
3200
3073
2953
2843
2741
2647
4677
4416
4179
3967
3776
3600
3456
3322
3198
3083
2977
5205
4913
4647
4410
4196
4000
3840
3691
3552
3424
3307
5736
5412
5117
4854
4617
4400
4224
4059
3906
3765
3636
6268
5912
5587
5298
5039
4800
4607
4428
4261
4106
3965
6803
6414
6059
5744
5460
5200
4991
4795
4614
4447
4293
7340
6917
6531
6189
5882
5600
5374
5163
4967
4786
4620
7880
7422
7005
6636
6304
6000
5757
5530
5319
5125
4947
8422
7929
7481
7083
6727
6400
6140
5897
5671
5464
5273
8966
8438
7957
7531
7149
6800
6522
6263
6023
5801
5599
9513
8947
8434
7980
7572
7200
6905
6629
6374
6138
5923
10062
9460
8912
8429
7996
7600
7287
6995
6724
6475
6247
10615
9974
9392
8879
8420
8000
7669
7361
7075
6811
6570
777 Sec. 5 Page 29
Flight Manual Continental Rev. 07/01/99 #2
LONG RANGE CRUISE ENROUTE FUEL AND TIME - HIGH ALTITUDE
Fuel And Time Required
PRESSURE ALTITUDE (1000 FT)
AIR
DIST
(NM)
29
31
33
35
37
FUEL
TIME
FUEL
TIME
FUEL
TIME
FUEL
TIME
FUEL
TIME
(1000 LB) ( H:M)
(1000 LB) ( H:M)
(1000 LB) ( H:M)
(1000 LB) ( H:M)
(1000 LB) ( H:M)
400
I U.o
u.oy
I u.^
U.Oo
I U. I
U.Oo
y.o
U.O/
Q ft
y.o
u.o/
800
23.4
1 :53
22.7
1 :50
22.2
1 :48
21 .7
1 :47
21 .3
1 :47
1200
35 9
2'46
34 8
2'42
34 1
2'39
33 4
2'37
32 9
2'36
1 finn
I DUU
48.2
3:41
46.8
3:35
45.9
3:30
44.9
3:27
44.2
3:26
2000
60.3
4:36
58.5
4:28
57.3
4:22
56.2
4:17
55.3
4:16
2400
72.2
5:31
70.1
5:22
68.6
5:14
67.3
5:08
66.2
5:06
2800
84.1
6:27
81.5
6:17
79.8
6:07
78.2
5:59
76.9
5:55
3200
95.9
7:24
92.6
7:12
90.6
7:00
88.9
6:51
87.3
6:46
3600
107.4
8:21
103.6
8:07
101.3
7:54
99.4
7:43
97.6
7:37
4000
118.8
9:19
114.5
9:03
111.9
8:49
109.7
8:36
107.8
8:28
4400
129.9
10:18
125.1
10:00
122.2
9:44
119.8
9:30
117.7
9:19
4800
140.9
11:18
135.5
10:58
132.4
10:40
129.7
10:24
127.5
10:11
5200
151.8
12:19
145.9
11:56
142.4
11:36
139.5
11:18
137.2
11:04
5600
162.3
13:20
156.0
12:55
152.2
12:33
149.1
12:13
146.6
11:57
6000
172.8
14:22
165.9
13:55
161.9
13:30
158.5
13:09
155.8
12:51
6400
183.0
15:25
175.7
14:55
171.4
14:28
167.8
14:05
165.0
13:45
6800
193.1
16:29
185.5
15:57
180.9
15:28
177.1
15:02
174.1
14:40
7200
203.0
17:34
195.2
16:59
190.4
16:27
186.2
16:00
183.0
15:36
7600
212.8
18:39
204.7
18:02
199.7
17:28
195.3
16:58
191.9
16:32
8000
222.3
19:46
214.0
19:06
208.7
18:30
204.1
17:57
200.6
17:29
Fuel Required Adjustment (1000)
REFERENCE FUEL
REQUIRED
(1000 LB)
WEIGHT AT CHECKPOINT (1 000 LB)
300
400
500
600
700
10
-1.5
-0.5
0.0
3.5
12.0
20
-4.0
-1.7
0.0
5.8
18.7
30
-6.4
-2.8
0.0
8.0
25.0
40
-8.9
-4.0
0.0
10.1
31.0
50
-11.3
-5.2
0.0
12.1
36.7
60
-13.8
-6.3
0.0
14.1
42.1
70
-16.3
-7.5
0.0
16.0
47.2
80
-18.9
-8.8
0.0
17.9
51.9
90
-21.4
-10.0
0.0
19.6
56.3
100
-23.9
-11.2
0.0
21.3
60.4
Based on LRC and .84/310/250 descent.
Sec. 5 Page 30 777
Rev. 07/01/99 #2 Continental Flight Manual
.84/310/250 Descent
Distance and time for descent are shown for a .84/310/250 descent speed
schedule. Enter the table with top of descent pressure altitude and read
distance in nautical miles and time in minutes. Data is based on flight idle
thrust descent in zero wind from top of descent to sea level. Allowances are
included for a straight-in approach with gear down and landing flaps 30 at the
outer marker.
.84/310/250 DESCENT
PRESSURE ALT
(1000 FT)
25
27
29
31
33
35
37
39
41
43
DISTANCE (NM)
99
106
112
119
125
130
133
141
147
152
TIME (MIN)
20
21
22
22
23
24
24
25
26
27
777 Sec. 5 Page 31
Flight Manual Continental Rev. 07/01/99 #2
Holding
Target %Ni and fuel flow per engine information is tabulated for holding with
flaps up based on the FMC optimum holding speed schedule. This is the
higher of the maximum endurance speed and the maneuvering speed for the
selected flap setting. Flaps 1 is based on Vre F +60 speed schedule. Small
variations in airspeed will not appreciably affect the overall endurance time.
Enter the table with weight and pressure altitude to read %Ni, IAS and fuel
flow per engine.
HOLDING
Flaps UP
WEIGHT
PRESSURE ALTITUDE (FT)
(1000 LB)
1500
5000
10000
15000
20000
25000
30000
35000
40000
43000
%N1
fin n
71 R
7ft A
R1 O
RK A
en £
660
KIAS
C.I u
271
274
277
P7Q
9RR
FF/ENG
901 0
8980
871 0
8720
8900
9090
9660
%N1
63.4
66.2
70.0
74.6
79.3
84.4
89.5
95.2
620
KIAS
262
263
264
266
268
270
280
280
FF/ENG
8660
8630
8370
8300
8420
8410
8880
9800
%N1
61.7
64.4
68.0
72.7
77.4
82.3
87.6
92.3
580
KIAS
254
254
255
257
259
261
280
280
FF/ENG
8120
8080
7830
7720
7810
7760
8230
8760
%N1
59.8
62.5
66.0
70.6
75.2
80.2
85.9
90.3
540
KIAS
245
245
246
247
249
251
280
280
FF/ENG
7590
7520
7280
7160
7220
7290
7700
8030
%N1
57.8
60.4
63.9
68.5
73.0
78.1
84.4
88.7
96.7
500
KIAS
235
236
237
238
239
250
280
280
249
FF/ENG
7060
6970
6750
6610
6640
6800
7260
7500
8190
%N1
55.8
58.2
61.7
66.4
70.6
76.4
82.9
87.3
92.4
460
KIAS
226
226
227
228
229
250
280
280
249
FF/ENG
6540
6420
6240
6080
6070
6380
6900
7070
7020
%N1
53.6
56.0
59.3
64.0
68.0
74.7
81.6
86.1
89.9
94.9
420
KIAS
216
216
217
218
219
250
280
280
249
232
FF/ENG
6020
5890
5730
5560
5530
6010
6580
6730
6300
6750
%N1
51.5
53.6
56.8
61.5
65.3
73.1
80.3
84.9
88.0
91.2
380
KIAS
207
207
207
207
208
250
280
280
249
232
FF/ENG
5520
5380
5240
5050
5010
5680
6290
6420
5830
5800
%N1
49.2
51.3
54.3
59.0
62.6
71.7
79.0
83.7
86.4
88.7
340
KIAS
200
200
200
200
200
250
280
280
249
232
FF/ENG
5060
4910
4780
4580
4530
5390
6030
6120
5480
5350
%N1
46.7
48.7
51.6
56.2
59.7
70.4
78.0
82.6
85.0
86.9
300
KIAS
192
192
192
192
192
250
280
280
249
232
FF/ENG
4600
4460
4320
4130
4070
5130
5800
5860
5280
4970
Sec. 5 Page 32 7 77
Rev. 05/01/01 #6 Continental Flight Manual
HOLDING
Flaps 1
WEIGHT
PRESSURE ALTITUDE (FT)
(1000 LB)
1500
5000
10000
15000
20000 |
%N1
66.5
69.3
73.5
78.5
83.4
660
KIAS
228
228
228
228
228
FF/ENG
9450
9400
9240
9190
9280
%N1
64.6
67.4
71.5
76.6
81.3
620
KIAS
222
222
222
222
222
FF/ENG
9030
9000
8820
8720
8810
%N1
62.7
65.4
69.4
74.6
79.1
580
KIAS
217
217
217
217
217
FF/ENG
8430
8400
8220
8100
8170
%N1
60.6
63.4
67.2
72.4
76.9
540
KIAS
211
211
211
211
211
FF/ENG
7840
7800
7650
7510
7540
%N1
58.5
61.2
65.0
70.1
74.5
500
KIAS
205
205
205
205
205
FF/ENG
7260
7200
7080
6920
6930
%N1
56.4
58.9
62.7
67.7
72.0
460
KIAS
199
199
199
199
199
FF/ENG
6690
6600
6510
6350
6330
%N1
54.2
56.5
60.3
65.2
69.3
420
KIAS
193
193
193
193
193
FF/ENG
6130
6030
5960
5800
5760
%N1
51.7
54.0
57.6
62.5
66.5
380
KIAS
187
187
187
187
187
FF/ENG
5590
5480
5400
5250
5220
%N1
49.2
51.4
54.8
59.6
63.6
340
KIAS
180
180
180
180
180
FF/ENG
5060
4960
4850
4720
4690
%N1
46.4
48.6
51.8
56.5
60.5
300
KIAS
172
172
172
172
172
FF/ENG
4550
4450
4320
4210
4180
These tables include 5% additional fuel for holding in a racetrack pattern.
777 Sec. 5 Page 33
Flight Manual Continental Rev. 07/01/99 #2
V REF Speeds
The Reference Speed table contains flaps 30, 25, and 20 landing speeds for a
given weight. Apply wind correction as required. For approach speed
without using autothrottles add wind factor of Vi headwind component + gust
(maximum 20 knots total).
Vref
WFIfiHT
V V 1 1 \J 1 1 1
FLAPS 1
(1 ono lbi
20
25
30
660
180
174
166
640
177
171
164
620
174
168
161
600
172
166
158
580
169
163
155
560
165
160
152
540
163
158
150
520
160
154
147
500
157
151
144
480
153
147
141
460
149
144
138
440
147
142
135
420
143
138
132
400
139
134
128
380
136
132
125
360
132
128
122
340
129
125
119
320
126
122
116
FLAP MANEUVER SPEEDS
This table provides the flap speed schedule for minimum maneuver speeds.
Using Vref as the basis for the schedule makes it variable as a function of
weight and will provide adequate maneuver margin above stall at all weights.
During flap retraction/extension, movement of the flap to the next position
should be initiated when within 20 knots of the recommended speed for that
position.
FLAP MANEUVER SPEED
Flap Position
Maneuver Speed
Flaps 0
V REF 30 + 80
Flaps 1
Vref 30 + 60
Flaps 5
Vref 30 + 40 I
Flaps 15
Vref 30 + 20
Flaps 20
Vref 30 + 20
Flaps 25
Vref 25
Flaps 30
Vref 30
Sec. 5 Page 34 777
Rev. 07/01/99 #2 Continental Flight Manual
Go-Around Power Setting
To find Go- Around %Ni base on normal engine bleed for packs on and anti-
ice off, enter the Go- Around %Ni table with airport pressure altitude and
reported OAT or TAT and read %Ni. %Ni adjustments are shown for engine
bleeds for packs off, 2 packs from 1 bleed source, 1 pack, and wing anti-ice
operations.
GO-AROUND %N!
Based on engine bleed for packs ON and anti-ice OFF.
Reported
OAT
TAT
AIRPORT PRESSURE ALTITUDE (FT)
°F
°C
°C
-2000
0
1000
2000
3000
4000
5000
6000
133
124
115
56
51
46
60
55
50
96.9
98.3
99.7
97.4
98.7
100.2
97.3
98.7
100.2
97.3
98.7
100.2
97.4
98.8
100.2
97.5
98.9
100.2
97.5
98.9
100.3
97.6
99.0
100.4
106
97
88
41
36
31
45
40
35
100.9
101.6
101.4
101.7
102.9
103.5
101.6
102.9
103.5
101.6
102.9
103.4
101.6
102.8
103.4
101.6
102.8
103.4
101.7
102.7
103.4
101.7
102.8
103.4
79
70
61
26
21
16
30
25
20
100.6
99.8
98.9
102.9
102.1
101.2
103.5
102.6
101.8
103.9
103.1
102.3
103.9
103.6
102.7
104.0
104.2
103.3
104.1
104.5
103.9
104.1
104.7
104.5
52
45
36
11
7
2
15
10
5
98.1
97.2
96.4
100.4
99.5
98.6
100.9
100.0
99.1
101.4
100.5
99.6
101.9
101.0
100.1
102.4
101.5
100.6
103.0
102.1
101.2
103.6
102.7
101.8
27
9
-9
-3
-13
-23
0
-10
-20
95.5
93.7
91.9
97.7
95.9
94.1
98.2
96.4
94.6
98.7
96.9
95.0
99.2
97.3
95.5
99.7
97.9
96.0
100.3
98.4
96.5
100.9
99.0
97.1
-27
-45
-63
-33
-43
-53
-30
-40
-50
90.1
88.2
86.3
92.2
90.3
88.3
92.7
90.7
88.8
93.1
91.2
89.2
93.6
91.6
89.6
94.1
92.1
90.1
94.6
92.6
90.6
95.2
93.2
91.2
Reported
OAT
TAT
AIRPORT PRESSURE ALTITUDE (FT)
°F
°C
°C
7000
8000
9000
10000
133
124
115
56
51
46
60
55
50
97.7
99.1
100.5
97.6
99.0
100.3
96.9
98.3
99.6
96.2
97.6
98.9
106
97
88
41
36
31
45
40
35
101.8
103.0
103.4
101.6
102.6
103.1
101.0
102.2
102.7
100.3
101.6
102.4
*Note:
SEE %Ni
ADJUSTMENT
TABLE FOR
ENGINE BLEED
79
70
61
26
21
16
30
25
20
104.1
105.1
105.3
103.7
104.8
105.4
103.3
104.3
105.3
102.9
103.8
105.0
52
45
36
11
7
2
15
10
5
104.4
103.5
102.6
105.0
104.1
103.2
105.3
104.4
103.5
105.4
104.7
103.8
27
9
I -9
-3
-13
-23
0
-10
-20
101.7
99.8
97.9
102.2
100.3
98.4
102.5
100.6
98.7
102.9
101.0
99.0
ADJUSTMENTS
-27
-45
-63
-33
-43
-53
-30
-40
-50
95.9
94.0
91.9
96.4
94.4
92.4
96.7
94.7
92.7
97.0
95.0
93.0
777 Sec. 5 Page 35
Flight Manual Continental Rev. 07/01/99 #2
%N! ADJUSTMENTS FOR ENGINE BLEED
Bleed
Configuration
Airport Pressure Altitude (FT)
-2000
0
1000
2000
3000
4000
5000
6000
Packs OFF
0.3
0.3
0.3
0.3
0.3
0.4
0.4
0.4
1 Pack ON
-0.3
-0.3
-0.3
-0.3
-0.3
-0.4
-0.4
-0.4
Wing A/I ON
-0.2
-0.2
-0.2
-0.2
-0.2
-0.3
-0.3
-0.3
Bleed
Configuration
Airport Pressure Altitude (FT)
7000
8000
9000
10000
Packs OFF
0.4
0.5
0.5
0.5
1 Pack ON
-0.4
-0.5
-0.5
-0.5
Wing A/I ON
-0.3
-0.3
-0.3
-0.3 |
Sec. 5 Page 36 777
Rev. 07/01/99 #2 Continental Flight Manual
INTENTIONALLY LEFT BLANK
777 Sec. 5 Page 37
Flight Manual Continental Rev. 11/01/01 #7
NON-NORMAL
ENGINE INOPERATIVE PERFORMANCE DATA
Max Continuous %N,
The Max Continuous thrust rating is intended primarily for emergency use at
the discretion of the pilot and is the maximum thrust that may be used
continuously. It is desirable to maintain engine thrust level within the limits
of the Max Cruise thrust rating. However, where thrust level in excess of
Max Cruise rating is required, such as for meeting terrain clearance, ATC
altitude assignments, or to attain maximum range capability, it is permissible
to use the thrust needed up to the Max Continuous thrust rating.
Power setting is based on one engine operating with one bleed source for
pack(s) operating and all anti-ice bleeds off. Enter the table with pressure
altitude and IAS or Mach to read %N ; .
Sec. 5 Page 38 777
Rev. 07/01/99 #2 Continental Flight Manual
ENGINE INOPERATIVE
MAX CONTINUOUS %N!
Based on engine bleed for packs ON or OFF and anti-ice OFF
37000 ft to 27000 ft Pressure Altitude
37000 FT PRESS ALT
TAT CC)
KIAS
M
-50
-45
-40
-35
-30
-25
-20
-15
-10
_5
o
200
0.63
96.4
97.5
no c
yo.D
yy.o
100.7
101.7
1 no c
1 no n
1 Ul -U
1 00.2
QQ R
yy.o
240
0.74
96.6
97.7
98.7
99.8
100.8
101.8
102.6
102.6
101.5
100.7
100.0
280
0.86
95.2
96.3
97.4
98.4
99.4
100.4
101.4
102.4
102.0
101.0
100.3
35000 FT PRESS ALT
TAT CO
KIAS
M
-50
-45
-40
-35
-30
-25
-20
-15
-10
_5
o
200
0.60
96.2
97.3
98.4
99.4
100.4
101.5
102.6
102.8
101 .8
100.8
100.0
240
0.71
96.4
97.4
98.5
99.5
100.6
101.6
1 02.6
1 03.2
1 02.3
1 01 .2
1 00.5
280
0.82
96.1
97.2
98.2
99.3
100.3
101.3
102.3
103.3
102.8
101.7
100.8
33000 FT PRESS ALT
TAT CO
KIAS
M
-50
-45
-40
-35
-30
-25
-20
-1 5
-1 0
_5
o
200
0.58
96.5
97.6
98.7
99.7
100.7
101.8
102.3
102.1
101 .4
100.4
99.7
240
0.68
96.0
97.1
98.2
99.2
100.2
101.3
1 02.3
1 02.3
1 01 .7
1 00.8
1 00.1
280
0.79
94.5
95.6
96.6
97.6
98.7
99.7
1 00.7
1 01 .7
1 02.1
1 01 .3
1 00.4
320
0.89
92.1
93.1
QA 1
y^. i
yo. i
96.1
97.1
QR 1
yo. i
yy. i
1 nn n
I uu.u
I U I -U
1 nn c
31000 FT PRESS ALT
TAT CO
KIAS
M
-45
-40
OO
ou
-25
-20
I u
c
O
u
c
o
200
0.55
97.3
98.4
99.4
100.5
101.5
102.3
102.3
1 01 .4
100.4
99.6
98.9
240
0.66
96.6
97.7
98.7
99.7
100.8
101.8
1 02.4
1 01 .7
1 00.6
99.9
99.3
280
0.76
94.8
95.9
96.9
97.9
98.9
99.9
1 00.9
1 01 .9
1 01 .2
1 00.3
99.7
320
0.85
92.5
93.5
QA R
QR R
yo.o
96.5
97.4
QR A
QQ Q
yy.o
1 nn q
I UU.O
1 nn n
I uu.u
29000 FT PRESS ALT
TAT CQ
KIAS
M
-40
-35
-30
-25
-20
-15
-10
-5
0
5
10
200
0.53
98.3
99.4
100.4
101.4
102.4
102.9
102.4
101.3
100.3
99.6
99.0
240
0.63
97.5
98.5
99.6
100.6
101.6
102.6
102.4
101.6
100.7
99.9
99.4
280
0.73
95.9
96.9
97.9
98.9
99.9
100.9
101.9
102.1
101.1
100.4
99.9
320
0.82
93.7
94.7
95.7
96.7
97.6
98.6
99.5
100.5
101.4
100.7
100.1
360
0.91
91.5
92.5
93.5
94.4
95.4
96.3
97.3
98.2
99.1
100.0
100.3
27000 FT PRESS ALT
TAT (°C)
KIAS
M
-40
-35
-30
-25
-20
-15
-10
-5
0
5
10
200
0.51
98.3
99.3
100.4
101.4
102.4
103.3
103.2
102.2
101.1
100.2
99.5
240
0.60
97.3
98.3
99.3
100.3
101.3
102.3
103.1
102.3
101.3
100.5
99.9
280
0.70
95.6
96.7
97.7
98.7
99.7
100.6
101.6
102.6
101.8
101.0
100.3
320
0.79
93.7
94.7
95.7
96.7
97.6
98.6
99.6
100.5
101.4
101.4
100.7
360
0.88
91.6
92.6
93.6
94.5
95.5
96.4
97.3
98.3
99.1
100.1
100.8
%N! ADJUSTMENTS FOR ENGINE BLEED
BLEED CONFIGURATION
PRESS ALT (1000 FT)
37
35
33
31
29
27
ENGINE ANTI-ICE ON
-0.2
-0.2
-0.2
-0.2
-0.2
-0.2
ENGINE & WING ANTI-ICE ON *
-0.3
-0.3
-0.3
-0.3
-0.3
-0.3
ENGINE & WING ANTI-ICE ON **
-0.4
-0.4
-0.4
-0.4
-0.4
-0.4
* Wing anti-ice ON, packs ON.
** Wing anti-ice ON, packs OFF.
777 Sec. 5 Page 39
Flight Manual Continental Rev. 07/01/99 #2
ENGINE INOPERATIVE
MAX CONTINUOUS %N!
Based on engine bleed for packs ON or OFF and anti-ice OFF
25000 ft to 18000 ft Pressure Altitude
25000 FT PRESS ALT
TAT (°C)
KIAS
M
-35
-30
-25
-20
-15
-10
-5
0
5
10
15
200
240
280
0.49
0.58
0.67
99.3
98.1
96.3
100.4
99.1
97.3
1 01 .4
100.1
98.3
1 02.4
101.1
99.3
103.4
102.1
100.3
103.7
103.1
101.2
103.0
103.0
102,2
101.9
102.0
102.4
1 00.9
101.1
101.5
1 00.1
100.4
100.8
99.4
99.9
100.3
320
360
0.76
0.85
94.6
92.7
95.5
93.6
yo.o
94.6
Q7 R
y / .o
95.6
98.4
96.5
99.4
97.4
I UU.o
98.3
I U I .o
99.3
1 no n
I u^.u
100.2
1 U 1 .c.
101.1
I uu. /
100.9
24000 FT PRESS ALT
TAT (°C)
KIAS
M
-35
-30
-25
-20
-15
-10
-5
0
5
10
15
200
240
280
0.48
0.57
0.66
99.1
97.8
96.1
100.2
98.9
97.2
1 01 .2
99.9
98.1
1 02.2
100.9
99.1
103.2
101.9
100.1
103.9
102.8
101.1
103.3
103.3
102.0
1 02.2
102.4
102.7
101.1
101.4
101.8
100.3
100.7
101.0
99.6
100.1
100.5
320
360
0.75
0.83
94.4
92.7
95.4
93.4
94.6
Q7 A
95.5
98.3
96.5
99.3
97.4
I UU.t
98.3
I U I . I
99.2
I \Jd . I
100.1
I U 1 .0
101.0
1 nn q
i uu.y
101.2
22000 FT PRESS ALT
TAT (°C)
KIAS
M
-30
-25
-20
-15
-10
-5
0
5
10
15
20
200
240
280
0.46
0.55
0.63
99.9
98.5
96.7
100.9
99.5
97.7
101.9
100.5
98.7
102.9
101.5
99.7
103.9
102.4
100.6
103.6
103.4
101.6
102.5
103.0
102.5
101.3
102.0
102.3
100.4
101.2
101.5
99.8
100.5
100.9
99.2
100.0
100.4
320
360
0.72
0.80
95.2
93.4
96.1
94.4
97.1
95.3
98.1
96.3
99.0
97.2
99.9
98.1
1 00.9
99.0
1 01 .8
99.9
1 02.0
100.8
1 01 .3
101.5
1 00.8
101.1
20000 FT PRESS ALT
TAT (°C)
KIAS
M
-30
-25
-20
-15
-10
-5
0
5
10
15
20
200
240
280
0.44
0.53
0.61
98.7
98.0
96.4
99.7
99.0
97.4
100.7
100.0
98.4
101.7
100.9
99.3
102.7
101.9
100.3
103.7
102.9
101.2
102.7
103.7
102.2
101.7
102.7
103.0
100.6
101.8
102.1
99.9
101.0
101.3
99.4
100.4
100.8
320
360
0.69
0.77
94.8
93.3
95.8
94.2
96.7
95.3
97.7
96.1
98.6
97.1
99.6
98.0
100.5
98.9
101.4
99.8
102.3
100.7
101.6
101.6
101.1
101.5
18000 FT PRESS ALT
TAT (°C)
KIAS
M
-25
-20
-15
-10
-5
0
5
10
15
20
25
200
240
280
0.42
0.51
0.59
98.7
98.7
96.9
99.7
99.7
97.9
100.7
100.6
98.9
101.7
101.6
99.8
102.7
102.6
100.8
103.1
103.5
101.7
101.9
103.5
102.6
100.8
102.5
102.6
99.9
101.5
101.8
99.2
100.7
101.1
98.4
100.0
100.5
320
360
0.67
0.75
95.4
94.0
96.4
94.9
97.3
95.8
98.2
96.8
99.2
97.7
100.1
98.6
101.0
99.5
101.9
100.4
102.1
101.3
101.5
101.7
100.9
101.2
"/oN, ADJUSTMENTS FOR ENGINE BLEED
BLEED CONFIGURATION
PRESS ALT (1000 FT) I
25
24
22
20
18
i ENGINE ANTI-ICE ON
-0.2
-0.2
-0.2
-0.2
-0.2
ENGINE & WING ANTI-ICE ON *
-0.3
-0.3
-0.3
-0.3
-0.3 |
ENGINE & WING ANTI-ICE ON **
-0.4
-0.4
-0.4
-0.4
-0.4 i
Wing anti-ice ON, packs ON.
** Wing anti-ice ON, packs OFF.
Sec. 5 Page 40 777
Rev. 07/01/99 #2 Continental Flight Manual
ENGINE INOPERATIVE
MAX CONTINUOUS %N!
Based on engine bleed for packs ON or OFF and anti-ice OFF
16000 ft to 5000 ft Pressure Altitude
16000 FT PRESS ALT
TAT (°C)
KIAS
M
-25
-20
-15
-10
-5
0
5
10
15
20
25
200
240
280
0.41
0.49
0.57
97.7
97.7
96.5
98.6
98.7
97.5
99.6
99.7
98.5
100.6
100.6
99.4
101.5
101.6
100.3
102.5
102.5
101.3
1 02.1
103.5
102.2
101.0
102.7
103.1
100.0
101.6
102.3
99.3
100.8
101.6
98.4
100.1
100.9
320
360
0.64
0.72
95.0
93.7
96.0
94.6
aft a
yo.y
95.6
Q7 Q
y / .y
96.5
98.8
97.4
99.7
98.3
1 nn ft
I UU.D
99.2
I U 1 .0
100.1
1 no a
101.0
I U 1 .0
101.8
I U I .o
101.6
14000 FT PRESS ALT
TAT (°C)
KIAS
M
-20
-15
-10
-5
0
5
10
15
20
25
30
200
240
280
0.39
0.47
0.54
97.9
97.4
97.1
98.9
98.3
98.1
99.8
99.3
99.0
100.8
100.5
100.0
101.7
101.2
100.9
102.6
102.1
101.8
101.5
102.6
102.7
100.5
101.6
103.0
99.8
100.9
102.2
99.0
100.2
101.5
98.1
99.3
100.8
320
360
0.62
0.69
95.7
94.4
96.7
95.3
Q7 ft
96.3
yo.o
97.2
99.4
98.1
100.3
99.0
I U I .c.
99.9
1 no 1
I ud . I
100.7
1 no a
101.6
I U 1 .0
102.0
I U I .o
101.5
12000 FT PRESS ALT
TAT (°C)
KIAS
M
-15
-10
-5
0
5
10
15
20
25
30
35
200
240
280
0.38
0.45
0.52
98.3
97.5
97.8
99.3
98.4
98.7
100.2
99.3
99.6
101.1
100.3
100.6
102.1
101.2
101.5
102.6
102.1
102.4
1 01 .4
102.0
103.3
100.7
101.1
102.9
99.9
100.4
102.2
99.1
99.6
101.5
98.2
98.7
100.7
320
360
0.60
0.67
96.3
95.1
97.2
96.1
98.1
97.0
99.1
97.9
100.0
98.8
100.9
99.6
1 01 .7
100.5
1 02.6
101.4
1 02.4
102.2
1 01 .9
102.0
1 01 .2
102.5
10000 FT PRESS ALT
TAT PC)
KIAS
M
-15
-10
-5
0
5
10
15
20
25
30
35
200
240
280
0.36
0.43
0.51
97.9
97.0
96.8
98.8
98.0
97.8
99.8
98.9
98.7
101.1
100.3
100.6
101.6
100.7
100.5
102.5
101.6
101.4
102.4
102.5
102.3
101.5
101.9
103.0
100.8
101.2
102.2
100.1
100.4
101.7
99.2
99.6
100.9
320
360
0.58
0.65
95.6
94.5
96.6
95.5
97.5
96.4
99.1
97.9
99.3
98.1
100.2
99.0
101.0
99.9
101.9
100.7
102.4
101.6
101.9
102.1
101.3
101.6
5000 FT PRESS ALT
TAT PC)
KIAS
M
-10
-5
0
5
10
15
20
25
30
35
40
200
240
280
0.33
0.40
0.46
96.6
96.0
95.4
97.5
96.9
96.3
98.4
97.8
97.2
100.7
99.8
99.6
100.2
99.6
99.0
101.1
100.5
99.8
101.9
101.3
100.7
101.7
102.0
101.5
101.1
101.4
101.7
100.4
100.7
101.0
99.5
99.8
100.2
320
360
0.53
0.59
94.6
93.8
95.5
94.7
96.4
95.6
98.4
97.2
98.2
97.3
99.0
98.2
99.9
99.0
100.7
99.8
101.6
100.7
101.3
101.5
100.5
100.9
"/oN, ADJUSTMENTS FOR ENGINE BLEED
BLEED CONFIGURATION
PRESS ALT (1000 FT)
16
14
12
10
5
| ENGINE ANTI-ICE ON
-0.2
-0.2
-0.3
-03
-0.3
ENGINE & WING ANTI-ICE ON*
-0.3
-0.3
-0.4
-0.4
-0.4
ENGINE & WING ANTI-ICE ON **
-0.4
-0.4
-0.5
-0.5
-0.5
Wing anti-ice ON, packs ON.
** Wing anti-ice ON, packs OFF.
777 Sec. 5 Page 41
Flight Manual Continental Rev. 07/01/99 #2
Driftdown Speed/Level Off Altitude
The table shows optimum driftdown speed as a function of cruise weight at
start of driftdown. Also shown are the approximate weight and pressure
altitude at which the airplane will level off considering 100 ft/min residual
rate of climb.
The level off altitude is dependent on air temperature (ISA deviation).
ENGINE INOPERATIVE
DRIFTDOWN SPEED / LEVEL OFF ALTITUDE
(STARTING FROM OPTIMUM ALTITUDE)
Max Continuous Thrust - 100 ft/min residual rate of climb
WEIGHT (1000 LB)
OPTIMUM
LEVEL OFF PRESSURE ALTITUDE (FT)
START
LEVEL
DRIFTDOWN
DRIFT
SPEED
ISA + 10°C
ISA + 15°C
ISA + 20°C
DOWN
OFF
(KIAS)
& BELOW
660
640
281
15800
14600
13100
640
620
277
16700
15500
14100
620
600
273
17700
16500
15100
600
576
268
18600
17500
16100
580
562
264
19600
18500
17200
560
543
260
20600
19500
18300
540
524
256
21600
20500
19400
520
504
250
22600
21600
20500
500
485
247
23700
22700
21600
480
465
242
24600
23800
22700
460
446
237
25800
25000
23900
440
429
232
26800
26100
25100
420
408
227
27900
27300
26300
400
384
220
29000
28500
27400
380
369
216
30200
29800
28800
360
351
210
31400
31100
30200
340
330
204
32700
32400
31700
320
312
198
33900
33800
33400
300
291
192
35200
35200
31500
Sec. 5 Page 42 777
Rev. 07/01/99 #2 Continental Flight Manual
Driftdown/Cruise Range, Fuel And Time
This table shows the range capability from the start of driftdown. Driftdown
is continued to level off altitude. As weight decreases due to fuel burn, the
airplane is accelerated to long range cruise speed. Cruise is continued at level
off altitude and long range cruise speed.
To determine fuel required, enter the Ground to Air Miles Conversion Table
with the desired ground distance and correct for anticipated winds to obtain
air distance to destination. Then enter the Driftdown/Cruise Fuel and Time
Table with air distance and weight at start of driftdown to determine fuel and
time required. If an altitude other than the level off altitude is used, fuel and
time required may be obtained by using the Engine Inoperative Long Range
Cruise Enroute Fuel and Time Table.
ENGINE INOPERATIVE
MAX CONTINUOUS THRUST
Driftdown LRC Range Capability
Ground To Air Miles Conversion
AIR DISTANCE (NM)
GROUND
AIR DISTANCE (NM) I
HEADWIND COMPONENT (KTS)
DIST.
TAILWIND COMPONENT (KTS)
100
80
60
40
20
(NM)
20
40
60
80
100
133
125
118
111
105
100
95
91
87
83
80
272
254
238
224
211
200
190
181
173
165
158
410
382
358
336
317
300
285
271
258
247
236
548
510
477
448
423
400
380
361
344
329
315
684
637
596
560
528
500
474
451
430
411
394
820
764
715
672
634
600
569
542
517
494
473
955
890
834
784
740
700
664
632
603
577
552
1090
1016
952
895
845
800
760
723
690
660
632
1234
1142
1070
1007
950
900
855
814
777
743
711
1359
1268
1188
1118
1056
1000
950
904
863
826
791
1493
1393
1306
1229
1161
1100
1045
995
950
909
871
1627
1519
1424
1341
1266
1200
1140
1086
1037
992
951
1761
1645
1542
1452
1372
1300
1235
1177
1123
1075
1030
1896
1771
1661
1564
1477
1400
1330
1267
1210
1158
1110
2031
1897
1779
1675
1583
1500
1425
1358
1297
1241
1189
2166
2023
1898
1787
1688
1600
1520
1449
1383
1323
1268
2302
2150
2017
1899
1794
1700
1615
1539
1469
1406
1347
2439
2277
2136
2011
1900
1800
1710
1629
1555
1488
1426
777 Sec. 5 Page 43
Flight Manual Continental Rev. 07/01/99 #2
DRIFTDOWN / CRUISE FUEL AND TIME
air nic:T
Ml rS U 1 o 1
REQUIRED FUEL (1000 LB)
TIME
(NM)
WEIGHT AT START OF DRIFTDOWN (1 000 LB)
(H:M)
340
380
420
460
500
540
580
620
660
100
1 .9
2.0
2.2
2.4
2.6
2.8
3.0
3.2
3.2
0:15
200
4.4
4.7
5.2
5.6
6.1
6.6
7.0
7.4
7.7
0:32
300
7.2
7.8
8.5
9.3
10.0
10.8
11.5
12.2
12.7
0:48
400
10.0
10.9
12.0
13.0
14.1
15.1
16.1
17.2
18.0
1:05
500
12.7
13.9
15.3
16.6
18.0
19.4
20.7
22.0
23.1
1:21
600
15.3
16.8
18.5
20.1
21.8
23.4
25.0
26.6
28.0
1:37
700
17.9
19.7
21.6
23.6
25.5
27.4
29.3
31.2
32.9
1:52
800
20.5
22.6
24.8
27.0
29.2
31.4
33.6
35.7
37.7
2:08
900
23.0
25.4
27.9
30.4
32.9
35.4
37.8
40.3
42.5
2:23
1000
25.6
28.2
31.0
33.8
36.6
39.3
42.0
44.7
47.3
2:38
1100
28.1
31.0
34.1
37.2
40.2
43.2
46.2
49.2
52.0
2:54
1200
30.6
33.8
37.1
40.5
43.8
47.1
50.3
53.6
56.7
3:09
1300
33.0
36.5
40.2
43.8
47.4
50.9
54.4
58.0
61.4
3:24
1400
33.5
39.3
43.2
47.0
50.9
54.7
58.5
62.3
66.0
3:40
1500
37.9
42.0
46.1
50.3
54.4
58.5
62.5
66.7
70.6
3:55
1600
40.3
44.6
49.1
53.5
57.9
62.2
66.5
70.9
75.2
4:11
1700
42.7
47.3
52.0
56.7
61.3
65.9
70.5
75.2
79.8
4:27
1800
45.1
49.9
54.9
59.8
64.7
69.6
74.5
79.4
84.3
4:43
APU fuel included.
Driftdown at optimum speed and cruise at LRC speed.
Sec. 5 Page 44 777
Rev. 07/01/99 #2 Continental Flight Manual
Long Range Cruise Altitude Capability
The table shows the maximum altitude that can be maintained at a given
weight and air temperatures (ISA deviation), based on LRC speed, Max
Continuous thrust, and 100 ft/min residual rate of climb.
ENGINE INOPERATIVE
MAX CONTINUOUS THRUST
Long Range Cruise Control
WEIGHT
PRESSURE ALTITUDE (1000 FT)
(1000 LB)
10
15
17
19
21
23
25
27
%N,
95.5
660
MACH
.585
KIAS
325
FF/ENG
19345
%Ni
93.8
98.2
620
MACH
.574
.623
KIAS
319
316
FF/ENG
18114
18532
%Ni
91.8
96.2
98.1
580
MACH
.560
.605
.628
KIAS
310
306
306
FF/ENG
16842
17024
17302
%N,
89.8
94.1
95.8
97.8
540
MACH
.545
.587
.607
.632
KIAS
302
297
296
297
FF/ENG
15633
15629
15763
16091
%N,
87.5
91.8
93.5
95.3
97.4
500
MACH
.530
.570
.588
.609
.634
KIAS
294
288
286
285
286
FF/ENG
14456
14338
14379
14506
14874
%N,
85.1
89.4
91.1
92.9
94.7
96.8
460
MACH
.512
.553
.570
.588
.609
.635
KIAS
284
279
277
275
274
275
FF/ENG
13310
13116
13105
13133
13268
13631
%N,
82.7
86.9
88.6
90.3
92.1
93.9
96.0
420
MACH
.495
.534
.551
.568
.586
.607
.633
KIAS
274
270
267
265
263
262
263
FF/ENG
12211
11983
11898
11880
11895
12026
12361
%N,
80.3
84.1
85.8
87.5
89.2
91.0
92.8
94.8
380
MACH
.479
.514
.531
.547
.564
.583
.604
.629
KIAS
265
259
257
255
253
251
250
250
FF/ENG
11182
10867
10786
10695
10654
10666
10759
11050
%N,
77.8
81.2
82.8
84.5
86.3
87.9
89.6
91.4
340
MACH
.463
.493
.508
.525
.542
.559
.577
.598
KIAS
256
248
246
244
243
240
239
237
FF/ENG
10241
9755
9683
9600
9498
9444
9461
9523
%N,
75.2
78.4
79.7
81.1
82.8
84.6
86.3
87.9
300
MACH
.446
.473
.486
.500
.516
.534
.551
.569
KIAS
246
238
235
232
231
229
227
225
FF/ENG
9370
8774
8636
8694
8582
8319
8265
8300
777 Sec. 5 Page 45
Flight Manual Continental Rev. 07/01/99 #2
ENGINE INOPERATIVE MAX CONTINUOUS THRUST
LONG RANGE CRUISE DIVERSION FUEL AND TIME
Ground To Air Miles Conversion
AIR DISTANCE (NM)
GROUND
AIR DISTANCE (NM)
HEADWIND
COMPONENT (KTS)
DIST.
TAILWIND COMPONENT (KTS)
100
80
60
40
20
(NM)
20
40
60
80
100
284
262
243
226
213
200
191
182
174
167
161
569
525
454
454
425
400
382
366
351
337
324
855
790
682
682
639
600
573
549
526
505
486
1142
1054
910
910
852
800
764
732
701
673
648
1430
1320
1138
1138
1065
1000
956
914
876
841
809
1719
1585
1366
1366
1278
1200
1146
1096
1050
1008
970
2008
1851
1594
1594
1492
1400
1337
1278
1225
1176
1131
2298
2118
1823
1823
1705
1600
1528
1460
1399
1343
1292
2590
2386
2052
2052
1919
1800
1718
1643
1573
1509
1452
Reference Fuel And Time Required At Check Point
AIR
PRESSURE ALTITUDE (1000 FT)
DIST
10
14
18
22
26
(NM)
FUEL
TIME
FUEL
TIME
FUEL
TIME
FUEL
TIME
FUEL
TIME
(1000 LB
(H:M)
(1000 LB) (H:M)
(1000 LB) (H:M)
(1000 LB)
(H:M)
(1000 LB) (H:M)
200
7.8
0:39
6.8
0:38
6.1
0:36
5.6
0:35
5.3
0:33
400
16.4
1:15
15.0
1:12
14.0
1:09
13.3
1:06
13.3
1:01
600
24.9
1:51
23.0
1:47
21.7
1:42
20.8
1:37
21.1
1:29
800
33.4
2:27
31.1
2:21
29.4
2:15
28.3
2:08
28.9
1:57
1000
41.8
3:04
38.9
2:56
36.9
2:48
35.6
2:39
36.4
2:26
1200
50.1
3:40
46.8
3:31
44.4
3:22
42.9
3:11
43.8
2:55
1400
58.3
4:18
54.6
4:06
51.8
3:56
50.1
3:42
51.1
3:24
1600
66.4
4:55
62.3
4:42
59.1
4:29
57.1
4:15
58.2
3:54
1800
74.5
5:33
69.9
5:18
66.4
5:04
64.1
4:47
65.2
4:23
Fuel Required Adjustment (1000 LB)
REFERENCE FUEL
WEIGHT AT CHECKPOINT (1 000 LB)
REQUIRED (1000 LB)
300
400
500
600
700
5
-0.7
-0.4
0.0
0.7
1.4
10
-1.9
-1.0
0.0
1.8
3.5
15
-3.0
-1.6
0.0
3.0
5.6
20
-4.1
-2.2
0.0
4.1
7.8
25
-5.2
-2.8
0.0
5.3
9.9
30
-6.3
-3.3
0.0
6.5
12.1
35
-7.3
-3.9
0.0
7.6
14.3
40
-8.4
-4.5
0.0
8.8
16.5
45
-9.4
-5.1
0.0
10.0
18.7
50
-10.5
-5.6
0.0
11.2
20.9
55
-11.5
-6.2
0.0
12.4
23.2
i 60
-12.5
-6.8
0.0
13.6
25.4
65
-13.5
-7.3
0.0
14.8
27.7
70
-14.5
-7.9
0.0
16.0
30.0
75
-15.5
-8.4
0.0
17.2
32.3
Sec. 5 Page 46 777
Rev. 07/01/99 #2 Continental Flight Manual
ENGINE INOPERATIVE
MAX CONTINUOUS THRUST
Holding
Flaps UP
WEIGHT
PRESSURE ALTITUDE
(1000 LB)
1500
5000
10000
15000
20000
25000
%N,
RA 9
R7 R
0/ .0
QO R
0.7 O
660
KIAS
d.1 1
til o
OIA
FF/ENG
1 7740
1 7230
1 7480
1 81 70
OO O
o<:.o
R£ o
OO. £.
an o
yo. i
620
KIAS
262
263
264
266
FF/ENG
1 6540
1 6090
1 61 90
1 6690
%N,
nn r
ou.o
83.1
88.0
qo a
QR 7
yo./
580
KIAS
ORA
ORA
*lOO
0R7
£0/
ORQ
^oy
FF/ENG
1 rrrh
I ooou
1 aqro
i ^you
1 kri n
I OO I u
1 fioon
I OiiiiU
%Ni
78.3
81 .1
85.6
90.6
95.7
540
KIAS
OA R
OA R
0/1 ft
OA~7
OAO
FF/ENG
1 4290
1 3890
1 3820
1 4030
1 4550
%Ni
IP. 1
7fl R
/ 0.0
RR 1
OO. 1
RR 1
OO. I
QR 1
yo. i
500
KIAS
235
236
237
238
239
FF/ENG
13270
12840
12770
12830
13140
%N,
73.7
76.4
80.6
85.5
90.5
97.1
460
KIAS
226
226
227
228
229
250
FF/ENG
12230
11820
11710
11710
11830
13260
%N,
71.2
73.8
77.9
82.6
87.5
94.7
420
KIAS
216
216
217
218
219
250
FF/ENG
11110
10840
10690
10630
10600
12170
%N,
68.4
71.0
75.1
79.7
84.4
92.8
380
KIAS
207
207
207
207
208
250
FF/ENG
9990
9940
9710
9550
9460
11300
%N,
65.6
68.1
72.1
76.8
81.1
91.0
340
KIAS
200
200
200
200
200
250
FF/ENG
9140
9260
8950
8730
8670
10560
%N,
62.5
65.1
68.8
73.6
77.7
89.5
300
KIAS
192
192
192
192
192
250
FF/ENG
8150
8330
8040
7810
7730
9960
This table includes 5% additional fuel for holding in a racetrack pattern.
777 Sec. 5 Page 47
Flight Manual Continental Rev. 11/01/01 #7
ENGINE INOPERATIVE
LANDING DISTANCE REQUIRED - FLAPS 20
LANDING DISTANCE AND CORRECTIONS (FT)
WIND CORR
SLOPE CORR
APPCH
PER 10 KTS
PER 1%
SPEED
REF.
ALT
DIST
WTCORR
CORR
FOR
PER 10000
PER
PER 10
REPORTED
APPCH
400000
LB ABOVE/
1000 FT
HD
TAIL
UP
DN
KTS
BRAKING
SPEED
LBLND
BELOW
ABOVE
WIND
WIND
HILL
HILL
ABOVE
ACTION
WT
400000 LB
S.L.
Vapp
DRY
3000
80/-50
70
-120
430
-40
40
240
GOOD
Vref
4260
80/-50
110
-210
740
-100
120
350
MED
20
5970
130/-130
180
-340
1260
-240
320
460
POOR
7990
190/-190
270
-520
2040
-500
830
560
Actual (unfactored) distances from 50 ft. to stop are shown.
Assumes max manual braking.
TWO ENGINE INOPERATIVE
DRIFTDOWN
ALTITUDE
360,000 LBS
660,000 LBS
FEET
198 KIAS
270 KIAS
270 KIAS
Time Min
Dist. NM
Time Min
Dist. NM
Time Min
Dist. NM
40,000
26:36
125
17:36
106
35,000
24:00
107
16:00
92
19:30
116
30,000
21:00
94
14:00
76
17:00
100
25,000
18:00
76
11:54
64
14:48
82
20,000
14:48
60
9:36
50
12:00
65
15,000
11:30
50
7:30
38
9:18
49
10,000
8:00
30
5:00
25
6:12
32
5,000
4:00
15
3:18
12
3:18
16
Notes :
1 . Inflight restart speed is 270 KIAS.
2. At 360,000 lbs. both optimum L/D speed (198 KIAS) and
inflight restart speed (270 KIAS) are shown.
3 . At 660,000 lbs. inflight restart speed of 270 KIAS and optimum
L/D of 281 KIAS have negligible flight path differences.
Sec. 5 Page 48 777
Rev. 05/01/02 #8 Continental Flight Manual
GEAR DOWN
Note : The FMC does not contain special provisions for operation with landing
gear extended. As a result, the FMC will generate inaccurate enroute
speed schedules, display non-conservative predictions of fuel burn,
estimated time of arrival (ETA), and maximum altitude, and compute
overly shallow descent path.
To obtain accurate ETA predictions, gear down cruise speed and altitude
should be entered on the CLB and CRZ pages of the CDU. Gear down
cruise speed should also be entered on the DES page and a STEP SIZE
of zero should be entered on the PERF INIT or CRZ page. Use of the
VNAV during descent, under these circumstances is not recommended.
This section contains performance for airplane operation with the landing gear
extended. The data is based on engine bleeds for normal air conditioning.
Tables for gear down performance in this section are identical in format and used
in the same manner as tables for the gear up configuration previously described.
Gear Down Landing Rate Of Climb Available
Rate of climb data is provided as guidance information in the event that an engine
inoperative autoland is planned. The tables show gear down rate of climb
available for flaps 20. Enter the table with TAT and pressure altitude to read rate
of climb available. Apply adjustments shown to correct for weight.
ENGINE INOPERATIVE
GEAR DOWN LANDING RATE OF CLIMB AVAILABLE
Flaps 20
RATE OF CLIMB (FT/MIN)
TAT (°C)
PRESSURE ALTITUDE (FT
)
-2000
0
2000
4000
6000
8000
52
490
380
50
540
420
290
48
590
480
330
46
640
530
380
240
44
690
580
430
290
42
730
640
480
330
190
40
770
690
540
380
240
38
810
740
580
420
290
130
36
850
780
630
470
320
160
34
890
820
660
500
370
200
32
900
860
690
540
380
220
30
900
900
730
570
410
240
20
930
920
820
700
570
410
10
950
940
840
720
600
470
0
980
970
860
730
610
480
-20
1020
1010
890
760
640
500
-40
1060
1050
930
800
660
520
Rate of climb capability shown is valid for 400,000 lbs. gear down at V REF
20 + 5. Decrease rate of climb 50 ft/min per 10,000 lbs. greater than 400,000 lbs.
Increase rate of climb 70 ft/min per 10,000 lbs. less than 400,000 lbs.
Ill
Flight Manual
Continental
Sec. 5 Page 49
Rev. 05/01/02 #8
ENGINE INOPERATIVE - GEAR DOWN
Short Trip Fuel And Time
Ground To Air Miles Conversion
AIR DISTANCE (NM)
GROUND
AIR DISTANCE (NM)
HEADWIND COMPONENT (KTS)
DIST.
TAILWIND COMPONENT (KTS)
100
80
60
40
20
(NM)
20
40
60
80
100
101
84
72
63
56
50
45
42
38
36
33
173
151
134
120
109
100
92
86
80
75
70
247
218
196
178
163
150
139
130
121
114
108
319
285
258
235
216
200
186
174
163
154
146
391
351
319
292
269
250
233
218
206
194
184
462
417
380
349
323
300
280
263
248
234
222
534
483
441
406
376
350
327
308
290
274
260
606
549
502
463
429
400
375
352
332
315
299
678
615
564
520
482
450
422
397
374
355
337
751
682
625
577
536
500
469
441
417
395
375
Trip Fuel And Time
AIR DISTANCE
(NM)
LANDING WEIGHT (1000 LB)
TIME
(HRS:MIN)
300
350
400
450
500
50
FUEL (1000 LB)
ALT (FT)
3.9
12000
4.3
12000
4.6
10000
4.9
10000
5.3
8000
0:15
100
FUEL (1000 LB)
ALT (FT)
6.7
24000
7.3
22000
7.9
20000
8.6
18000
9.3
16000
0:25
150
FUEL (1000 LB)
ALT (FT)
9.1
30000
10.0
26000
11.0
24000
11.9
22000
12.9
20000
0:35
200
FUEL (1000 LB)
L ALT (FT)
11.4
32000
12.7
28000
13.9
26000
15.1
24000
16.4
22000
0:45
250
FUEL (1000 LB)
ALT (FT)
13.7
32000
15.2
30000
16.8
28000
18.3
24000
20.0
24000
0:54
300
FUEL (1000 LB)
ALT (FT)
16.0
32000
17.8
30000
19.7
28000
21.5
26000
23.5
24000
1:03
350
FUEL (1000 LB)
ALT (FT)
18.2
32000
20.4
30000
22.5
28000
24.8
26000
27.1
24000
1:12
400
FUEL (1000 LB)
ALT (FT)
20.5
32000
23.0
30000
25.5
28000
28.0
26000
30.8
22000
1:21
450
FUEL (1000 LB)
ALT (FT)
22.9
32000
25.6
30000
28.4
28000
31.2
26000
34.4
22000
1:31
500
FUEL (1000 LB)
ALT (FT)
25.2
32000
28.2
30000
31.3
28000
34.5
26000
38.0
22000
1:40
Sec. 5 Page 50 777
Rev. 05/01/02 #8 Continental Flight Manual
ENGINE INOPERATIVE - GEAR DOWN
Max Continuous Thrust Long Range Cruise Control
WEIGHT
PRESSURE ALTITUDE (1000 FT)
(1000 LB)
5
7
g
1 1
13
15
17
%N,
98.3
OM-U
MACH
.382
KIAS
FF/ENG
Zo 1
%N,
96.0
98.0
ouu
MACH
.372
.386
KIAS
FF/ENG
one
zzu
Z I UUU
ZZJ
Z 1 ODD
%N,
93.7
95.6
97.7
MACH
.362
.376
.390
KIAS
FF/ENG
z I y
-I Qft/i 7
i yo4 1
z i y
-i aft 77
i yo/ /
z i y
ZU 1 1 o
%N,
91 .2
93.1
95.1
97.2
420
MACH
.352
.365
.379
.394
KIAS
213
213
213
213
FF/ENG
18236
18229
18353
18580
%N,
88.4
90.4
92.5
94.4
96.5
380
MACH
.342
.354
.368
.382
.397
KIAS
207
207
207
207
207
FF/ENG
16680
16652
16745
16843
17080
%N,
85.5
87.5
89.6
91.6
93.5
95.6
98.6
340
MACH
.330
.343
.256
.369
.383
.399
.414
KIAS
200
200
200
200
200
200
200
FF/ENG
15186
15133
15186
15255
15371
15562
15939
%N,
82.5
84.3
86.4
88.4
90.4
92.4
94.5
300
MACH
.318
.330
.343
.356
.370
.384
.399
KIAS
192
192
192
192
192
192
192
FF/ENG
13745
13687
13698
13728
13796
13899
14012
ENGINE INOPERATIVE - GEAR DOWN
Max Continuous Thrust Long Range Cruise Diversion Fuel And Time
Ground To Air Miles Conversion
AIR DISTANCE (NM)
GROUND
AIR DISTANCE (NM)
; HEADWIND COMPONENT (KTS)
DIST.
TAILWIND COMPONENT (KTS)
100
80
60
40
20
(NM)
20
40
60
80
100
168
149
132
119
109
100
94
89
84
80
77
347
304
269
241
219
200
187
176
166
157
150
527
461
405
363
329
300
281
263
248
235
223
707
618
542
485
439
400
374
351
330
312
296
888
775
680
607
549
500
467
438
412
389
369
1071
993
818
729
660
600
561
525
494
466
442
1254
1092
956
852
770
700
654
612
575
543
515
1438
1252
1094
975
881
800
747
699
656
619
587
1623
1411
1233
1098
991
900
840
782
737
695
659
1809
1572
1373
1221
1102
1000
932
872
818
771
731
Ill
Flight Manual
Continental
Sec. 5 Page 51
Rev. 05/01/02 #8
ENGINE INOPERATIVE - GEAR DOWN
Max Continuous Thrust Long Range Cruise Diversion Fuel And Time
Reference Fuel And Time Required At Check Point
AIR
PRESSURE ALTITUDE (1000 FT)
DIST
6
8
10
12
14
(NM)
FUEL
TIME
FUEL
TIME
FUEL
TIME
FUEL
TIME
FUEL
TIME
(1000 LB) ( H:M)
(1000 LB) ( H:M)
(1000 LB) ( H:M)
(1000 LB) ( H:M)
(1000 LB) ( H:M)
100
7.2
0:27
6.8
0:26
6.5
0:25
6.3
0:25
6.1
0:24
200
14.7
0:53
14.2
0:52
13.7
0:50
13.3
0:49
13.0
0:48
300
22.2
1:20
21.5
1:18
20.8
1:16
20.3
1:13
20.0
1:11
400
29.8
1:47
28.8
1:44
28.0
1:41
27.3
1:38
26.9
1:35
500
37.0
2:14
35.9
2:10
34.9
2:06
34.1
2:02
33.6
1:59
600
44.3
2:41
43.0
2:36
41.9
2:32
40.8
2:27
40.2
2:23
700
51.6
3:08
50.1
3:03
48.8
2:57
47.6
2:52
46.9
2:47
800
58.9
3:36
57.2
3:29
55.7
3:23
54.4
3:17
53.6
3:11
900
66.0
4:03
64.1
3:56
62.4
3:49
60.9
3:42
60.0
3:35
1000
73.0
4:31
71.0
4:23
69.2
4:15
67.5
4:07
66.4
4:00
Fuel Required Adjustment (1000 LB)
REFERENCE FUEL
REQUIRED (1000 LB)
WEIGHT AT CHECKPOINT (1000 LB)
300
350
400
450
500
10
-1.2
-0.6
0.0
1.2
2.3
15
-1.9
-1.0
0.0
1.9
3.8
20
-2.6
-1.3
0.0
2.6
5.2
25
-3.3
-1.7
0.0
3.3
6.7
30
-3.9
-2.0
0.0
4.0
8.1
35
-4.6
-2.3
0.0
4.7
9.5
40
-5.3
-2.7
0.0
5.4
10.9
45
-6.0
-3.0
0.0
6.1
12.3
50
-6.6
-3.4
0.0
6.8
13.7
55
-7.3
-3.7
0.0
7.4
15.1
60
-8.0
-4.0
0.0
8.1
16.4
i 65
-8.6
-4.4
0.0
8.7
17.8
70
-9.3
-4.7
0.0
9.3
19.1
75
-10.0
-5.0
0.0
10.0
20.4
Sec. 5 Page 52 777
Rev. 05/01/02 #8 Continental Flight Manual
ENGINE INOPERATIVE - GEAR DOWN
Max Continuous Thrust Holding
Flaps UP
WEIGHT
(1000 LB)
PRESSURE ALTITUDE
1500
5000
10000
15000
540
%N,
KIAS
FF/ENG
94.9
231
24870
98.3
231
24530
500
%N,
KIAS
FF/ENG
92.6
225
23040
96.0
225
22630
460
%N,
KIAS
FF/ENG
90.2
219
21220
93.7
219
20840
99.0
219
21330
420
%N,
KIAS
FF/ENG
87.7
213
19450
91.2
213
19150
96.2
213
19360
380
%N,
KIAS
FF/ENG
85.0
207
17750
88.4
207
17510
93.5
207
17630
340
%N,
KIAS
FF/ENG
82.3
200
16090
85.5
200
15950
90.6
200
15980
95.6
200
16340
300
%N,
KIAS
FF/ENG
79.5
192
14520
82.5
192
14430
87.5
192
14400
92.4
192
14590
These tables include 5% additional fuel for holding in a racetrack pattern.
777 Sec. 5 Page 53
Flight Manual Continental Rev. 07/01/99 #2
ADVISORY INFORMATION
AUTOBRAKES LANDING DISTANCE
The Autobrakes Landing Distance Table is provided as advisory information
to assist in the selection of the most desirable autobrake setting for a given
field length. This data reflects actual landing distances on a dry runway for
setting 1 through MAX AUTO, from touchdown to full stop, with or without
reverse thrust. The table includes typical flare distances from threshold.
To use the Automatic Wheel Brakes Landing Distance Table, first determine
the available (or desired) landing distance. Enter the chart with the estimated
approach speed and determine the actual stopping distance from touchdown
for a given autobrake setting. If airspeed is used for approach speed, correct
landing distance for pressure altitude, tailwind and temperature effects.
Selection of an autobrake setting results in a constant rate of deceleration.
Maximum effect manual braking should achieve shorter landing distance than
the MAX AUTO setting.
AUTOMATIC WHEEL BRAKES LANDING DISTANCE
Reference Landing Distance (FT)
AUTOBRAKE
APPROACH SPEED (KIAS)
SETTING
110
120
130
140
150
160
170
1
5000
5820
6710
7670
8690
9770
10910
2
4480
5200
5980
6820
7700
8650
9650
3
4000
4630
5310
6030
6800
7620
8480
4
3410
3940
4500
5100
5735
6400
7110
MAX AUTO
2880
3290
3720
4170
4650
5170
5750
Actual (unfactored) distances from 50 ft. to stop are shown.
The distances are valid with or without reverse thrust.
If entering chart with ground speed, ignore corrections below.
Landing Distance Adjustments (FT)
AUTOBRAKE
ALTITUDE CORR. PER
TAILWIND CORR.
TEMP CORR. PER
SETTING
1000 FT ABOVE S.L
PER 10 KTS
10°C ABOVE ISA
1
240
1010
280
2
210
890
240
3
180
770
210
4
150
630
170
MAX AUTO
110
480
130
Sec. 5 Page 54 777
Rev. 11/01/00 #5 Continental Flight Manual
Slush / Standing Water
Experience has shown that aircraft performance may deteriorate significantly
on runways covered with snow, slush, standing water or ice. Takeoffs in
slush depths greater than one-half inch are not recommended because of
possible airplane damage as a result of slush impingement on the airplane
structure. The use of assumed temperature for reduced thrust is not allowed
on contaminated runways.
Slippery Runway
The guidance data provided reflects conservative judgement but is not
representative of the absolute worse case. If the surface is affected by water,
snow or ice, and the braking action is reported as "good", conditions should
not be expected to be as good as on clean, dry runways. The value "good" is
comparative and is intended to mean that airplanes should not experience
braking or directional control difficulties when landing. Read actual landing
distance for the reported braking action and apply the corrections for actual
weight, airport pressure altitude, wind, approach speed and runway slope as
required.
Use of the autobrake system commands the airplane to a constant deceleration
rate. In some conditions, such as a runway with poor braking action, the
airplane may not be able to achieve these deceleration rates. In these cases,
the stopping distance becomes influenced by runway slope. Since it cannot be
determined quickly when this becomes a factor, it is conservative to add the
effects of downhill slope when using the autobrake system. Corrections for
slope should always be considered when using manual braking.
777 Sec. 5 Page 55
Flight Manual Continental Rev. 07/01/99 #2
SLIPPERY RUNWAY LANDING DISTANCE
Reference Landing Distance (FT)
BRAKING CONFIGURATION
REPORTED BRAKING ACTION
DRY
GOOD
MEDIUM
POOR
MAX MANUAL BRAKING
2710
3680
4880
6190
AUTOBRAKE SETTING 3
4225
5200
6740
10850
AUTOBRAKE SETTING 4
4410
4560
6660
10830
MAX AUTOBRAKE SETTING
3660
4470
6660
10830
Landing Distance Adjustments (FT)
CONDITIONS
CORRECTIONS
DRY
GOOD
MED
POOR
WEIGHT
PER 10,000 LB BELOW 400,000 LB
-79
-90
-120
-120
PER 10,000 LB ABOVE 400,000 LB
89
90
120
160
AIRPORT
PRESSURE
PER 1 000 FT ABOVE SEA LEVEL
100
110
180
320
ALTITUDE
WIND
PER 10 KTS HEADWIND
-190
-240
-400
-770
PER 10 KTS TAILWIND
700
880
1600
3550
APPROACH
SPEED
PER 10 KTS ABOVE V REF
420
460
520
620
SLOPE
PER 1% DOWNHILL SLOPE
20
100
460
2680
PER 1% UPHILL SLOPE
-20
-70
-320
-980
Actual (unfactored) distances from 50 ft. to stop are shown.
Based on flaps 30, V REF 30 approach speed.
Max manual braking includes reverse thrust.
Autobrake data does not include use of reverse thrusts.
Sec. 5 Page 56 7 77
Rev. 11/01/02 #9 Continental Flight Manual
Non-Normal Configuration Landing Distance
Landing distances are shown for dry runway, good, medium and poor reported
braking action. Each non-normal is listed with its recommended approach
speed. Landing distance can be determined for the reference landing weight
and then corrected for actual weight, pressure altitude, wind and slope
conditions.
DRY RUNWAY NON-NORMAL CONFIGURATION LANDING DISTANCE
LANDING DISTANCE AND CORRECTIONS (FT)
REF.
DIST.
FOR
400000
LB LND
WT
\a/t pnpp
PER
10000 LB
ABOVE/
BELOW
400000
LB
CORR
PER
1000
FT
ABOVE
S.L.
WIND CORR
PER 10 KTS
SLOPE CORR
PER 1%
APPCH
SPEED
El CAS
MESSAGES
APPCH
SPEED
HD
WND
TAIL
WND
DN
HILL
UP
HILL
PER
10 KTS
ABOVE
Vapp
ANTISKID
Vrff+30
v Kbr ** u
4880
+110
151
-280
1120
230
-170
380
Fl flPQ nRIVF
(FLAPS LESS
Vref 30
3460
+120
89
-141
480
50
-40
250
THAN OR
+40
-40
EQUAL TO 5)
FLAPS DRIVE
(FLAPS
Vref 30
3150
+88
69
-122
450
40
-40
220
BETWEEN 5
+20
-40
AND 20)
FLAPS DRIVE
(FLAPS GTR
+88
69
-122
430
40
-30
220
THAN OR
Vref 20
2950
-40
EQUAL TO
20)
FLAPS
Vref 20
+80
PRIMARY
3320
-50
69
-131
460
40
-40
280
FAIL
FLAP/SLAT
Vref 20
+88
CONTROL
2940
-40
59
-121
430
40
-30
220
FLIGHT
Vref 20
+80
CONTROL
3400
-50
79
-141
470
40
-40
300
MODE
HYD PRESS
Vref 20
+80
SYSC
3320
-50
69
-131
460
40
-40
280
HYD PRESS
Vref 30
+80
SYS L+C
+20
3840
-60
89
-151
520
60
-50
360
HYD PRESS
Vref 30
+88
SYS L+R
+20
3850
-50
89
-151
530
69
-60
370
HYD PRESS
Vref 30
+80
SYS R+C
+20
3950
-60
89
-161
540
69
-60
400
PITCH UP
Vref 30
AUTHORITY
+40
3475
+110
79
-141
480
40
-40
210
(FLAPS 5)
-40
PITCH UP
Vref 30
AUTHORITY
+20
3065
+88
69
-121
440
40
-40
210
(FLAPS 20)
-40
PRIMARY
Vref 20
FLIGHT
3400
+80
79
-141
470
40
-40
300
COMPUTER
-50
SLATS DRIVE
Vref 30
+88
+30
3430
-50
79
-131
460
40
-40
240
STABILIZER
Vref 30
+88
+20
3190
-50
69
-121
440
40
-40
230
Actual (unfactored) distances are shown.
Landing distance includes 1000 ft of air distance.
Ill
Flight Manual
Continental
Sec. 5 Page 57
Rev. 11/01/02 #9
NON-NORMAL CONFIGURATION LANDING DISTANCE
Good Reported Braking Action
LANDING DISTANCE AND CORRECTIONS (FT)
REF.
DIST.
WT CORR
PER
10000 LB
ABOVE/
BELOW
LB
ALT.
CORR
PER
1000
FT
ABOVE
S.L.
WIND CORR
PER 10 KTS
SLOPE CORR
PER 1%
APPCH
SPEED
EICAS
MESSAGES
APPCH
SPEED
FOR
400000
LB LND
WT
HD
WND
TAIL
WND
DN
HILL
UP
HILL
PER
10 KTS
ABOVE
Vapp
ANTISKID
Vref+30
4910
+100/-100
150
-280
1120
230
-170
380
FLAPS DRIVE
(FLAPS LESS
1 HAN UK
EQUAL TO 5)
Vref 30
+40
4870
+80/-80
140
-210
770
110
-90
300
FLAPS DRIVE
(FLAPS
BETWEEN 5
AND 20)
Vref 30
+20
4390
+70/-70
120
-200
740
100
-90
320
FLAPS DRIVE
THAN OR
EQUAL TO
20)
Vref 20
4080
+80/-80
110
-200
720
100
-80
310
FLAPS
PRIMARY
FAIL
Vre F 20
4500
+80/-80
120
-210
770
110
-100
380
FLAP/SLAT
CONTROL
Vref 20
4040
+70/-70
110
-200
710
100
-80
310
FLIGHT
CONTROL
MODE
Vref 20
4630
+90/-90
120
-220
780
120
-100
410
HYD PRESS
SYS C
Vref 20
4500
+80/-80
120
-210
770
110
-100
380
HYD PRESS
SYS L+C
Vref 30
+20
5550
+90/-90
160
-260
910
180
-150
510
HYD PRESS
SYS L+R
Vref 30
+20
5940
+90/-90
170
-290
1040
250
-200
580
HYD PRESS
SYS R+C
Vref 30
+20
5700
+100/-100
160
-260
950
190
-160
550
PITCH UP
AUTHORITY
(FLAPS 5)
Vref 30
+40
4850
+80/-80
130
-210
760
100
-90
290
PITCH UP
AUTHORITY
(FLAPS 20)
Vref 30
+20
4230
+70/-70
110
-200
720
100
-80
290
PRIMARY
FLIGHT
COMPUTER
Vref 20
4630
+90/-90
120
-220
780
120
-100
410
SLATS DRIVE
Vref 30
+30
4740
+80/-80
130
-220
780
110
-100
330
STABILIZER
VR + E 2 F 0 3 °
4410
+80/-80
120
-200
750
110
-90
320
Actual (unfactored) distances are shown.
Landing distance includes 1000 ft. of air distance.
Assumes max manual braking.
Sec. 5 Page 58 777
Rev. 11/01/02 #9 Continental Flight Manual
NON-NORMAL CONFIGURATION LANDING DISTANCE
Medium Reported Braking Action
LANDING DISTANCE AND CORRECTIONS (FT)
REF.
W I CUKK
ALT.
WIND CORR
SLOPE CORR
APPCH
DIST.
I UUUU LD
dpi nww
DtLUVV
400000
LB
innn
1000
ABOVE
S L
PER 10 KTS
PER 1%
SPEED
El CAS
MESSAGES
APPCH
SPEED
FOR
400000
LB LND
WT
HD
WND
TAIL
WND
DN
HILL
UP
HILL
PER
10 KTS
ABOVE
Vapp
AN 1 lor\IU
V R ef + 30
4875
±120
150
-280
1120
230
-170
380
FLAPS DRIVE
(FLAPS LESS
Vref 30
6550
± 140
220
-330
1260
260
-210
400
1 rlMIN \Jt\
+40
POI 1 Al TO *y\
ci ADC nDi\/c
rLAra UKlvc
(FLAPS
Vref -3U
5860
±130
180
-310
1200
240
-190
400
RFTWFFM R
DC 1 VVLLli J
+20
AND 20)
FLAPS DRIVE
(FLAPS GTR
5410
± 130
170
-300
1180
240
-190
400
THAN OR
Vref 20
EQUAL TO
20)
FLAPS
PRIMARY
Vref 20
5890
±140
180
-320
1240
270
-210
470
FAIL
FLAP/SLAT
CONTROL
Vref 20
5350
±120
160
-300
1160
230
-180
390
FLIGHT
CONTROL
Vref 20
6080
±140
190
-330
1260
290
-220
510
MODE
HYD PRESS
SYSC
Vref 20
5890
±140
180
-320
1240
270
-210
470
HYD PRESS
Vref 30
SYS L+C
+20
7840
±170
260
-420
1620
520
-380
660
HYD PRESS
Vref 30
SYS L+R
+20
9650
±180
300
-560
2090
990
-660
840
HYD PRESS
Vref 30
SYS R+C
+20
8010
±170
260
-420
1640
550
-400
690
PITCH UP
Vref 30
AUTHORITY
+40
6460
±130
200
-320
1240
250
-200
370
(FLAPS 5)
PITCH UP
Vref 30
AUTHORITY
+20
5610
±120
170
-310
1180
230
-180
370
(FLAPS 20)
PRIMARY
FLIGHT
Vref 20
6080
±140
190
-330
1260
290
-220
510
COMPUTERS
SLATS DRIVE
Vref 30
+30
6240
±130
200
-330
1240
260
-210
410
STABILIZER
Vref 30
+20
5800
±130
180
-320
1240
250
-200
400
Actual (unfactored) distances are shown.
Landing distance includes 1000 ft of air distance.
Assumes max manual braking.
Ill
Flight Manual
Continental
Sec. 5 Page 59
Rev. 11/01/02 #9
NON-NORMAL CONFIGURATION LANDING DISTANCE
Poor Reported Braking Action
LANDING DISTANCE AND CORRECTIONS (FT)
EICAS
MESSAGES
APPCH
SPEED
REF.
DIST.
FOR
400000
LB LND
WT
WT CORR
PER
10000 LB
ABOVE/
BELOW
400000
ALT.
CORR
PER
1000
FT
ABOVE
WIND CORR
PER 10 KTS
SLOPE CORR
PER 1%
APPCH
SPEED
HD
WND
TAIL
WND
DN
HILL
UP
HILL
PER
10 KTS
ABOVE
ANTISKID
Vref+30
6180
+155
-170
210
-420
1815
540
-320
430
FLAPS DRIVE
(FLAPS LESS
THAN OR
I nMiN un
EQUAL TO 5)
Vref 30
+40
8320
±200
300
-480
1960
610
-390
480
FLAPS DRIVE
(FLAPS
BETWEEN 5
AND 20)
Vref 30
+20
±180
-460
1870
570
-360
FLAPS DRIVE
(FLAPS GTR
THAN OR
EQUAL TO
20)
Vref 20
6850
± 180
230
-450
1840
560
-350
460
FLAPS
PRIMARY
FAIL
Vref 20
7360
±200
250
-470
1910
610
-390
530
FLAP/SLAT
CONTROL
Vref 20
6750
±180
230
-440
1820
550
-350
450
FLIGHT
CONTROL
MODE
Vref 20
7620
±210
270
-480
1950
650
-410
570
HYD PRESS
SYSC
Vref 20
7360
±200
250
-470
1910
610
-390
530
HYD PRESS
SYS L+C
Vref 30
+20
10780
±240
390
-700
2830
1600
-820
760
HYD PRESS
SYS L+R
Vref 30
+20
16440
±210
590
-12
20
5180
5960
-2150
1050
HYD PRESS
SYS R+C
Vref 30
+20
10930
±250
400
-710
2860
1710
-840
780
PITCH UP
AUTHORITY
(FLAPS 5)
Vref 30
+40
8150
±190
280
-470
1910
570
-370
430
PITCH UP
AUTHORITY
(FLAPS 20)
Vref 30
+20
7070
±180
240
-450
1840
550
-350
430
PRIMARY
FLIGHT
COMPUTER
Vref 20
7620
±210
270
-480
1950
650
-410
570
SLATS DRIVE
Vref 30
+30
7790
±190
270
-480
1920
600
-390
460
STABILIZER
Vref 30
+20
7790
±190
250
-460
1880
580
-370
460
Actual (unfactored) distances are shown.
Landing distance includes 1000 ft of air distance.
Assumes max manual braking.
Sec. 5 Page 60 777
Rev. 05/01/02 #8 Continental Flight Manual
Flight With Unreliable Airspeed
Body attitude and average %Ni information is provided for use in all phases
of flight in the event of unreliable airspeed/Mach indications resulting from
blocking or freezing of the pitot system. Loss of radome may also cause
unreliable airspeed/Mach indications. Climb, cruise and descent information
is based on the recommended turbulent air penetration speed schedule which
provides maximum protection from low and high speed buffet.
FLIGHT WITH UNRELIABLE AIRSPEED /
TURBULENT AIR PENETRATION
Altitude and/or vertical speed indications may also be unreliable.
Climb
Flaps Up, Set Max Climb Thrust
PRESSURE
WEIGHT (1000 LB)
ALTITUDE (FT)
350
450
550
650
40000
PITCH ATT
4.0
3.5
(.82M)
V/S (FT/MIN)
1600
700
30000
PITCH ATT
4.5
4.0
4.0
4.5
(280 KIAS)
V/S (FT/MIN)
2300
1600
1000
500
20000
PITCH ATT
7.0
6.5
6.0
6.0
(270 KIAS)
V/S (FT/MIN)
3300
2400
1700
1200
8.0
7.5
(Z70KIAS)
v/s™n)
4300
2400
1800
SEA LEVEL
PITCH ATT
12.5
10.5
9.5
9.0
(270 KIAS)
V/S (FT/MIN)
5200
3900
3000
2400
Cruise
Flaps Up, %N-i for Level Flight
PRESSURE
WEIGHT (1000 LB)
ALTITUDE (FT)
350
450
550
650
40000
PITCH ATT
2.0
2.5
(.82M)
%N,
86.8
91.7
35000
PITCH ATT
1.5
2.0
2.5
(280 KIAS)
%N,
84.0
87.0
90.8
30000
PITCH ATT
1.5
2.0
3.0
3.5
(280 KIAS)
%N,
79.3
82.6
86.3
91.0
25000
PITCH ATT
1.5
2.5
3.0
4.0
(280 KIAS)
%N,
75.2
78.1
81.6
85.9
20000
PITCH ATT
1.5
2.5
3.5
4.5
(270 KIAS)
%N,
70.1
73.2
76.7
80.7
15000
PITCH ATT
1.5
2.5
3.5
4.5
(270 KIAS)
%N,
65.9
68.7
72.1
76.0
Ill
Flight Manual
Continental
Sec. 5 Page 61
Rev. 05/01/02 #8
FLIGHT WITH UNRELIABLE AIRSPEED /
TURBULENT AIR PENETRATION (CONT'D)
Descent
Flaps Up, Set Idle Thrust
PRESSURE
WEIGHT (1000 LB)
ALTITUDE (FT)
350
450
550
650
40000
PITCH ATT
-1.5
-0.7
(.82M)
V/S (FT/MIN)
-2700
-2600
30000
PITCH ATT
-1.5
-0.5
0.5
1.0
(280 KIAS)
V/S (FT/MIN)
-2200
-1900
-1900
-1900
20000
PITCH ATT
-1.0
0.0
1.0
2.0
(270 KIAS)
V/S (FT/MIN)
-1800
-1600
-1600
-1600
10000
PITCH ATT
-1.5
0.0
1.0
2.0
(270 KIAS)
V/S (FT/MIN)
-1700
-1500
-1400
-1400
SEA LEVEL
PITCH ATT
-1.5
0.0
1.0
2.0
(270 KIAS)
V/S (FT/MIN)
-1400
-1200
-1200
-1200
Holding
Flaps Up, %N-, for Level Flight
PRESSURE
WEIGHT (1000 LB)
ALTITUDE (FT))
350
450
550
650
PITCH ATT
4.0
4.5
5.0
5.0
10000
"/oN,
54.9
60.9
66.2
71.1
KIAS
201
218
233
253
PITCH ATT
4.0
4.5
5.0
5.0
5000
"/oN,
51.9
57.4
62.6
67.3
KIAS
201
218
232
252
Terminal Area (5000 FT)
%N-, for Level Flight
FLAP POSITION
WEIGHT
1000 LB)
(V REF + INCREMENT)
350
400
450
500
FLAPS 0 (GEAR UP)
PITCH ATT
4.5
4.5
5.0
5.0
(V REF 30+80)
%N,
51.6
54.6
57.5
60.3
FLAPS 1 (GEAR UP)
PITCH ATT
6.0
6.0
6.5
6.5
(V REF 30+60)
%N,
51.9
55.1
58.2
61.1
FLAPS 5 (GEAR UP)
PITCH ATT
4.0
4.5
4.5
5.0
(V REF 30+40)
%N,
56.4
60.1
63.6
66.6
FLAPS 15 (GEAR UP)
PITCH ATT
5.0
5.0
5.5
5.5
(V REF 30+20)
%N,
53.4
56.8
60.0
62.9
FLAPS 20 (GEAR UP)
PITCH ATT
6.0
6.0
6.0
6.5
(V REF 30+20)
%N,
54.6
58.2
61.6
64.6
Final Approach (1500 FT)
Gear Down, %Ni for 3° Glideslope
FLAP POSITION
WEIGHT (1000 LB)
(V REF + INCREMENT)
350
400
450
500
FLAPS 25
PITCH ATT
0.0
0.5
0.5
0.5
(V REF 25+10)
%N,
48.5
51.6
54.3
56.9
FLAPS 30
PITCH ATT
-0.5
0.0
0.0
0.0
(V REF 30+10)
%N,
53.6
56.8
59.9
62.8
Sec. 5 Page 62 777
Rev. 05/01/02 #8 Continental Flight Manual
INTENTIONALLY LEFT BLANK
777 Sec. 5 Page 63
Flight Manual Continental Rev. 07/01/99 #2
Brake Cooling Schedule
Advisory information is provided to assist in avoiding problems associated
with hot brakes. For normal operation, most landings are at weights below
the quick turnaround limit weight. Application of the recommended cooling
procedures shown will avoid brake overheat and fuse plug problems that
could result from repeated landings at short time intervals or a rejected
takeoff.
Brake temperature indications are also shown. If brake cooling is determined
from the indications, the hottest brake indication should not be used until 10
to 15 minutes after the airplane has come to a complete stop, or inflight with
gear retracted to determine recommended cooling schedule. An EICAS
advisory message, BRAKE TEMP, will appear when any brake is registering
5 on the EICAS indication and disappears as the hottest brake cools with an
EICAS indication of 3.5. Note that even without an EICAS advisory
message, brake cooling is recommended.
Sec. 5 Page 64 777
Rev. 07/01/99 #2 Continental Flight Manual
BRAKE COOLING SCHEDULE
Reference Brake Energy (Millions of Foot Pound)
BRAKES ON SPEED (KIAS) !
WGT
OAT
80
100
120
(1000 LB)
°C
PRESS ALT
PRESS ALT
PRESS ALT
0
2
4
0
2
4
0
2
4
0
23.5
24.8
26.0
33.2
35.1
37.0
44.0
46.7
49.4
10
24.3
25.6
26.9
34.3
36.3
38.3
45.6
48.3
51.1
660
20
24.9
26.3
27.6
35.3
37.3
39.4
46.9
49.8
52.7
30
25.2
26.6
28.0
35.9
38.0
40.1
47.8
50.8
53.8
40
25.1
26.5
27.9
35.9
38.1
40.2
48.1
51.2
54.2
0
22.5
23.6
24.8
31.6
33.4
35.2
41.8
44.4
46.9
10
23.2
24.4
25.6
32.7
34.5
36.4
43.3
45.9
48.6
620
20
23.8
25.1
26.3
33.6
35.5
37.5
44.6
47.3
50.0
30
24.1
25.4
26.7
34.1
36.1
38.1
45.4
48.2
51.0
40
23.9
25.2
26.5
34.1
36.2
38.2
45.7
48.5
51.4
0
21.4
22.6
23.7
30.0
31.7
33.4
39.6
42.0
44.4
10
22.1
23.3
24.4
31.0
32.8
34.6
41.0
43.5
45.9
575
20
22.7
23.9
25.1
31.9
33.7
35.6
42.2
44.8
47.3
30
23.0
24.2
25.4
32.4
34.3
36.2
43.0
45.6
48.2
40
22.8
24.0
25.3
32.4
34.3
36.2
43.2
45.9
48.6
0
20.5
21.5
22.5
28.5
30.1
31.7
37.4
39.6
41.8
10
21.1
22.2
23.3
29.4
31.1
32.7
38.7
41.0
43.3
530
20
21.7
22.8
23.9
30.2
32.0
33.7
39.8
42.2
44.6
30
21.9
23.0
24.2
30.7
32.5
34.2
40.5
43.0
45.4
40
21.7
22.9
24.0
30.6
32.4
34.2
40.7
43.2
45.7
0
19.5
20.5
21.5
26.9
28.4
29.9
35.2
37.2
39.3
10
20.1
21.2
22.2
27.8
29.4
30.9
36.4
38.5
40.6
485
20
20.7
21.7
22.7
28.6
30.2
31.8
37.4
39.6
41.8
30
20.9
21.9
23.0
29.0
30.6
32.3
38.1
40.3
42.6
40
20.7
21.7
22.8
28.9
30.6
32.2
38.1
40.5
42.8
0
18.6
19.5
20.4
25.4
26.8
28.2
32.9
34.8
36.7
10
19.2
20.1
21.1
26.3
27.7
29.1
34.0
36.0
38.0
440
20
19.7
20.6
21.6
27.0
28.4
29.9
35.0
37.0
39.1
30
19.9
20.9
21.9
27.3
28.8
30.4
35.6
37.7
39.8
40
19.6
20.6
21.7
27.2
28.7
30.3
36.6
37.7
39.9
0
17.7
18.6
19.4
23.9
25.2
26.4
30.6
32.4
34.1
10
18.3
19.2
20.0
24.7
26.0
27.3
31.7
33.5
35.3
400
20
18.7
19.6
20.5
25.3
26.7
28.1
32.5
34.4
36.3
30
18.9
19.8
20.8
25.7
27.1
28.5
33.1
35.0
36.9
40
18.7
19.6
20.5
25.5
26.9
28.3
33.0
35.0
37.0
0
16.8
17.6
18.4
22.4
23.5
24.7
28.3
29.9
31.5
10
17.4
18.2
19.0
23.1
24.3
25.5
29.3
30.9
32.6
350
20
17.8
18.7
19.5
23.7
25.0
26.2
30.1
31.8
33.5
30
18.0
18.8
19.7
24.0
25.3
26.6
30.5
32.3
34.0
40
17.7
18.6
19.5
23.8
25.1
26.4
30.5
32.2
34.0
0
16.0
16.8
17.5
20.9
21.9
23.0
26.0
27.4
28.9
10
16.5
17.3
18.1
21.5
22.6
23.7
26.9
28.4
29.8
310
20
16.9
17.7
18.5
22.1
23.2
24.4
27.6
29.1
30.6
30
17.1
17.9
18.7
22.3
23.5
24.7
28.0
29.6
31.1
40
16.8
17.6
18.4
22.1
23.3
24.5
27.9
29.5
31.1
To correct for wind, enter table with the brakes on speed minus one half the
headwind or plus 1.5 times the tailwind.
If ground speed is used for brakes on speed, ignore wind and enter table with
sea level, 15°C.
777 Sec. 5 Page 65
Flight Manual Continental Rev. 07/01/99 #2
BRAKE COOLING SCHEDULE
Reference Brake Energy (Millions of Foot Pound)
BRAKES ON SPEED (KIAS) i
WGT
OAT
140
160
180
/H AAA 1 D\
(1000 LB)
°C
PRESS ALT
PRESS ALT
PRESS ALT
0
2
4
0
2
4
0
2
4
0
56.0
59.5
63.1
68.7
73.1
77.6
81.4
86.6
91.9
10
57.9
61.5
65.2
70.9
75.3
79.8
83.7
88.9
94.1
660
20
59.6
63.3
67.1
72.9
77.4
81.9
85.8
91.0
96.2
30
60.9
64.7
68.5
74.4
79.0
83.6
87.5
92.7
97.9
40
61.5
65.4
69.3
75.3
80.0
84.7
88.6
93.9
99.2
0
53.0
56.4
59.8
65.0
69.2
73.4
77.2
82.2
87.2
10
54.9
58.3
61.8
67.2
71.4
75.7
79.4
84.4
89.4
620
20
56.5
60.1
63.6
69.1
73.4
77.8
81.5
86.5
91.5
30
57.7
61.4
65.0
70.6
75.0
79.4
83.2
88.3
93.3
40
58.3
62.0
65.7
71.4
75.9
80.4
84.3
89.4
94.5
0
50.1
53.2
56.4
61.3
65.2
69.2
72.8
77.5
82.2
10
51.8
55.1
58.3
63.4
67.4
71.4
75.0
79.8
84.5
575
20
53.4
56.7
60.0
65.2
69.3
73.4
77.1
81.9
86.6
30
54.5
57.9
61.3
66.6
70.8
75.0
78.7
83.5
88.3
40
55.0
58.5
61.9
67.4
71.7
75.9
79.7
84.6
89.5
0
47.1
50.0
52.9
57.5
61.2
64.8
68.2
72.6
77.0
10
48.7
51.8
54.8
59.5
63.2
67.0
70.4
74.8
79.3
530
20
50.2
53.3
56.4
61.2
65.1
68.9
72.4
76.9
81.4
30
51.2
54.4
57.6
62.5
66.5
70.4
73.9
78.5
83.1
40
51.6
54.9
58.1
63.2
67.2
71.2
74.8
79.5
84.2
0
44.1
46.8
49.5
53.6
57.0
60.4
63.5
67.5
71.6
10
45.6
48.4
51.2
55.4
58.9
62.4
65.6
69.7
73.9
485
20
47.0
49.8
52.7
57.1
60.7
64.3
67.5
71.7
75.9
30
47.9
50.9
53.8
58.3
62.0
65.6
68.9
73.3
77.6
40
48.2
51.2
54.3
58.9
62.6
66.4
69.7
74.1
78.5
0
41.0
43.5
45.9
49.6
52.7
55.8
58.5
62.3
66.0
10
42.4
45.0
47.5
51.3
54.5
57.7
60.5
64.4
68.2
440
20
43.6
46.3
49.0
52.9
56.1
59.4
62.3
66.3
70.2
30
44.5
47.2
49.9
54.0
57.3
60.7
63.7
67.7
71.7
40
44.7
47.5
50.3
54.4
57.9
61.3
64.4
68.5
72.5
0
37.8
40.1
42.4
45.5
48.3
51.1
53.5
56.8
60.2
10
39.1
41.5
43.8
47.1
50.0
52.9
55.3
58.8
62.3
400
20
40.3
42.7
45.1
48.5
51.5
54.5
57.0
60.5
64.1
30
41.0
43.5
46.0
49.5
52.5
55.6
58.2
61.8
65.5
40
41.2
43.7
46.3
49.8
52.9
56.1
58.7
62.5
66.2
0
34.7
36.7
38.7
41.3
43.8
46.3
48.2
51.2
54.2
10
35.8
38.0
40.1
42.7
45.3
47.9
49.9
53.0
56.1
350
20
36.9
39.1
41.2
44.0
46.7
49.4
51.4
54.6
57.8
30
37.5
39.8
42.0
44.8
47.6
50.4
52.4
55.7
59.0
40
37.6
39.9
42.2
45.1
47.9
50.7
52.9
56.2
59.6
0
31.4
33.2
35.0
37.0
39.2
41.4
42.8
45.4
48.0
10
32.5
34.4
36.2
38.3
40.6
42.8
44.3
47.0
49.7
310
20
33.4
35.3
37.3
39.4
41.7
44.1
45.6
48.4
51.2
30
34.0
35.9
37.9
40.1
42.5
45.0
46.5
49.3
52.2
40
33.9
36.0
38.0
40.2
42.7
45.2
46.7
49.7
52.6
To correct for wind, enter table with the brakes on speed minus one half the
headwind or plus 1.5 times the tailwind.
If ground speed is used for brakes on speed, ignore wind and enter table with
sea level, 15°C.
Sec. 5 Page 66 777
Rev. 07/01/99 #2 Continental Flight Manual
BRAKE COOLING SCHEDULE
Event Adjusted Brake Energy (Millions of Foot Pounds)
REFERENCE BRAKE ENERGY PER BRAKE 1
! EVENT
10
20
30
40
50
60
70
80
90
| RTO
10
20
30
40
50
60
70
80
90
MAX MANUAL
1.4
9.8
18.7
27.6
36.5
45.4
54.5
63.9
73.4
CD
MAX AUTO
1.4
9.4
17.5
25.6
33.9
42.5
51.4
60.8
70.6
Z
Q
AUTOBRAKE 4
1.4
9.2
16.8
24.4
32.1
40.0
48.3
56.9
66.2
Z
AUTOBRAKE 3
1.5
8.9
16.0
23.1
30.2
37.5
45.0
53.0
61.6
<
AUTOBRAKE 2
1.7
8.6
15.2
21.7
28.3
35.0
41.9
49.3
57.1
AUTOBRAKE 1
1.8
8.3
14.6
20.6
26.6
32.7
39.1
45.8
53.0
Cooling Time
COOLING TIME (MINUTES & INDICATION)
CORRECTED BRAKE ENERGY PER BRAKE (MILLIONS OF FOOT POUNDS)
16 & Below
17
18
20
24
28
32
35
36 TO 44
45 &
Above
Inflight
Gear Down
No Special
Procedure
Required
1.0
1.3
2.3
4.0
5.3
6.6
7.3
Caution
Fuse Plug
Melt zone
Ground
10
13
23
40
53
66
73
Indication
Up To 2.4
2.4
2.5
2.9
3.4
4.0
4.4
4.9
5.0-6.3
6.3 Or
Above
Observe maximum quick turnaround limit.
Table does not consider benefit of reverse thrust.
Table shows energy per brake added by a single stop with all brakes
operating.
Energy is assumed to be equally distributed among the operating brakes.
Total energy is the sum of residual energy plus energy added.
Add 1 .0 million foot pounds for each taxi mile.
For one brake deactivated, increase brake energy by 10%.
For two brakes deactivated, increase brake energy by 20%.
When in caution zone, wheel fuse plugs may melt. Delay takeoff and inspect
after one hour. If overheat occurs after takeoff, extend gear soon for at least 8
minutes.
When in fuse plug melt zone, clear runway immediately. Unless required, do
not set parking brake. Do not approach gear or attempt to taxi for one hour.
Tire, wheel and brake replacement may be required. If overheat occurs after
takeoff, extend gear soon for at least 12 minutes.
Brake temperature indications on EICAS may be used 12 to 15 minutes after
airplane has come to a complete stop, or inflight with gear retracted, to
determine recommended cooling schedule. (Inflight gear extended, the
temperature indication for brakes 2, 4, 10 and 12 may be lower than the
temperature indication for brakes 1, 3, 9 and 11 respectively due to airstream
effects.)
777 Sec. 5 LEP-1
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29
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Principal Operations Inspector
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Rev. 11/01/02 #9 Continental Flight Manual
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ON
R. KLOS |
19
11/01/02
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777 Sec. 2 LEP-3
Flight Manual Continental Rev. 1 1/01/02 #9
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2
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3
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DON R. KLOS
I Principal Opera
4
11/01/00
ions Inspector 1
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Sec. 2 LEP-4 777
Rev. 11/01/02 #9 Continental Flight Manual
LIST OF EFFECTIVE PAGES
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DATE
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DATE
FAA APPROVED
0
7 OCT 2002
DON R. KLOS
Principal Operations Inspector
Asterisk indicates page(s) revised or added by the current revision.
Sec. 1 LEP-2 777
Rev. 11/01/02 #9 Continental Flight Manual
INTENTIONALLY LEFT BLANK
SYSTEMS
777 Sec. 6 TOC-1
Flight Manual Continental Rev. 11/01/00 #5
SYSTEMS
TABLE OF CONTENTS
AIRPLANE GENERAL 6.1
AIR SYSTEMS 6.2
ANTI-ICE 6.3
AUTO FLIGHT 6.4
COMMUNICATIONS 6.5
ELECTRICAL 6.6
ENGINE & APU 6.7
FIRE PROTECTION 6.8
FLIGHT CONTROLS 6.9
FLIGHT INSTRUMENTS, DISPLAYS 6.10
FLIGHT MANAGEMENT, NAVIGATION 6.1 1
FUEL 6.12
HYDRAULICS 6.13
LANDING GEAR 6.14
WARNING SYSTEMS 6.15
Temporary Revision
AIRPLANE GENERAL 777
Sec. 6.1 TOC-1 Continental Flight Manual
TR 02-04 12/17/02
AIRPLANE GENERAL
TABLE OF CONTENTS
AIRCRAFT GENERAL 1
PRINCIPAL DIMENSIONS 1
CARGO COMPARTMENTS 2
INSTRUMENT PANELS 3
Flight Deck Panels 3
INSTRUMENT PANELS, OVERHEAD 4
Overhead Panel 4
Overhead Maintenance Panel 5
INSTRUMENT PANELS, FORWARD 6
Left Forward Panel 6
Right Forward Panel 7
Glareshield Panel 8
Center Forward Panel 9
EICAS Display 10
Forward Aisle Stand 11
Multifunction Display 12
INSTRUMENT PANELS, AFT AND SIDE 13
Control Stand 13
Aft Aisle Stand 14
Left and Right Sidewall, First Observer, and Maintenance
Access Terminal/Second Observer Panels 15
CONTROLS AND INDICATORS 16
PUSH-BUTTON SWITCHES 16
Alternate Action Switches 1 6
Momentary Action Switches 17
PASSENGER SIGNS AND LIGHTING 19
Overhead Pilot 19
Lighting Panel 22
Miscellaneous Lighting Controls 24
DOORS AND WINDOWS 28
Door Synoptic Display 28
Passenger Entry Door 29
Door Mode Select Panel 30
Enhanced Flight Deck Door (as installed) 30-A
Flight Deck Door Switch 31
Flight Deck Number Two Window 31
OXYGEN SYSTEMS 32
Oxygen Indications 32
Passenger Oxygen Switch 32
Oxygen Mask Panel 33
AIRPLANE GENERAL
Sec. 6.1 TOC-2 777
Rev. 05/01/02 #8 Continental Flight Manual
Oxygen Mask and Regulator 35
Oxygen Mask and Regulator 36
EMERGENCY EQUIPMENT, DOORS, AND WINDOWS 37
Systems Introduction 37
LIGHTING SYSTEMS 37
Exterior Lighting 37
Exterior Lighting Locations 39
Flight Deck Lighting 40
Master Brightness Control System 40
Passenger Cabin Lighting 41
Passenger Cabin Signs 41
Emergency Lighting 42
Interior Emergency Lighting Locations 43
Exterior Emergency Lighting 43
OXYGEN SYSTEMS 44
Flight Crew Oxygen System 44
Crew Oxygen Mask Microphone Test 44
Passenger Oxygen System 45
Portable Oxygen Bottles 45
EMERGENCY EQUIPMENT 46
Emergency Equipment Locations 53
DOORS AND WINDOWS 54
Flight Deck Door 54
Flight Deck Number Two Windows 55
Flight Deck Window Emergency Egress 56
Passenger Entry Doors 57
Passenger Entry Door Flight Lock 57
Passenger Entry Door and Slide/Raft Operation 57
Slide/Raft Deployed 58
Evacuation Slide/Rafts 59
Cargo Doors 60
FLIGHT DECK SEATS 60
Pilot Seats 60
Pilot Seat Adjustment 61
Observer Seats 61
EMERGENCY EQUIPMENT, DOORS, WINDOWS,
EICAS MESSAGES 63
Doors and Windows EICAS Messages 63
Emergency Lights and Passenger Signs EICAS Messages . 64
Oxygen System EICAS Messages 64
Ill
Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 1
Rev. 11/01/01 #7
AIRCRAFT GENERAL
PRINCIPAL DIMENSIONS
60 feet 6 inches
(18.4 meters)
7776001
AIRPLANE GENERAL
Sec. 6.1 Page 2
Rev. 11/01/01 #7
Continental
111
Flight Manual
CARGO COMPARTMENTS
The B777 has three cargo compartments; forward, aft and bulk. Each
compartment is accessed through its respective door. The aft and bulk cargo
compartments are separated only by a curtain.
The cargo compartments are administratively subdivided into five bins. The
forward and aft sections of the forward cargo compartment are bin 1 and bin
2 respectively. Bin 3 and bin 4 are the forward and aft sections of the aft
cargo compartment, and the bulk compartment is bin 5.
Ill
Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 3
Rev. 11/01/01 #7
INSTRUMENT PANELS
Flight Deck Panels
7776003
On the following pages circled numbers refer to sections where information
on the item may be found.
The panels, controls, and indicators shown in this section are representative
of installed units and may not exactly match the latest configuration. Refer to
the appropriate section system descriptions for current information.
AIRPLANE GENERAL
Sec. 6.1 Page 4
Rev. 11/01/01 #7
Continental
111
Flight Manual
INSTRUMENT PANELS, OVERHEAD
Overhead Panel
Temporary Revision
AIRPLANE GENERAL
Sec. 6.1 Page 5
TR 02-04 12/17/02
Continental
111
Flight Manual
Overhead Maintenance Panel
AIRPLANE GENERAL
Sec. 6.1 Page 6
Rev. 11/01/01 #7
Continental
111
Flight Manual
Ill
Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 7
Rev. 11/01/01 #7
7775007
AIRPLANE GENERAL
Sec. 6.1 Page 8
Rev. 11/01/01 #7
Continental
111
Flight Manual
Glareshield Panel
Ill
Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 9
Rev. 11/01/01 #7
Center Forward Panel
AIRPLANE GENERAL
Sec. 6.1 Page 10
Rev. 11/01/01 #7
Continental
111
Flight Manual
EICAS Display
6.2
Engine
Indications
AIR SYSTEMS
Indications
EICAS
MESSAGES
| Landing i
I Gear
■ Indications!
r~ ■
; Flaps
j jlndi- j
j j cations!
!; Fuel
!: Indications
7776010
Ill
Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 11
Rev. 11/01/01 #7
Forward Aisle Stand
GH H B]
H H H
HE] □
©©©□
©©©0
©©©0
©©©□
o
El H Si
0000
13 0 0 0
0000
0B00
§000
HB0B
CTB PH. BRIGHTNESS
0HH
H El 0
rasa 0
O©©0
©©©0
©©©0
O©©0
ehs o
0 0 0 0
00 00
□ 0 00
0000
0000
HH0H
7776011
(6.15) (eTio)
AIRPLANE GENERAL
Sec. 6.1 Page 12
Rev. 11/01/01 #7
Continental
111
Flight Manual
Multifunction Display
MULTIFUNCTION DISPLAY FORMATS
SECONDARY ENGINE DISPLAY
STATUS DISPLAY (SHOWN BELOW)
SYNOPTICS:
r©
ELEC M-
HYD
FUEL^-
AIR^-
DOOR-«-
GEAR^-
FCTL-«-
Hydraulic System
Indications
APU System
Indications
Oxygen System
Indications
Status
Messages
(£is)
7776012 V y
AIRPLANE GENERAL
777 Sec. 6.1 Page 13
Flight Manual Continental Rev. 11/01/01 #7
INSTRUMENT PANELS, AFT AND SIDE
Control Stand
7776D13
Temporary Revision
777 AIRPLANE GENERAL
Flight Manual Continental Sec. 6.1 Page 14
TR 02-04 12/17/02
Aft Aisle Stand
Ill
Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 15
Rev. 11/01/01 #7
AIRPLANE GENERAL
Sec. 6.1 Page 16
Rev. 11/01/01 #7
Continental
111
Flight Manual
CONTROLS AND INDICATORS
PUSH-BUTTON SWITCHES
The airplane has two types of push-button switches: alternate action and
momentary action. Both types direct crew attention to system status and
faults.
Note : Maintenance personnel should change switch lights. Changing the
light requires changing the entire switch cap.
Alternate Action Switches
Alternate action switches have two positions: on and off.
When pushed in and flush with the panel, the switch is on. The switch
indicates the system is on by displaying a word or flow bar.
When pushed out and extended, the switch is off. The switch indicates the
system is off by not displaying a word or not displaying the flow bar.
ON
< (
FAULT
<3>
®
OFF
) ►
7776019
Switch is on
on, auto, or flow bar visible.
For some switches, system status (fault, man, off, valve) may be shown in
the lower half of the switch.
(2) Switch is off
off or a line is visible -
• the top of the switch is blank
• a line indicates no label in this portion of the switch.
Ill
Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 17
Rev. 11/01/01 #7
Momentary Action Switches
Momentary action switches are spring loaded to the extended position. They
are used to activate or deactivate systems or to reset system logic. The switch
display indicates system status.
WARNING
CAUTION
DISCH
7776053
(1) Push to Reset
Push - the switch resets the master lights and aural alerts.
(2) System Operation
Push - activates or deactivates the system.
AIRPLANE GENERAL
Sec. 6.1 Page 18 777
Rev. 11/01/01 #7 Continental Flight Manual
INTENTIONALLY LEFT BLANK
Ill
Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 19
Rev. 11/01/01 #7
PASSENGER SIGNS AND LIGHTING
Overhead Pilot
PASS SIGNS
NO SMOKING
AUTO
OFF v ,ON
SEAT BELTS
AUTO
OFF, ^-L ON
OVHD/
CB
DOME
STORM ,
OFF
ON
GLARESHIELD
PNL/FLOOD
MIN PUSH
ON/OFF
LANDING
RIGHT
OFF
no smoking Selector
off / auto / on - The no smoking signs are illuminated when power is
applied to the aircraft and remain illuminated regardless of switch
position.
Note : The switch is left in the off position to preclude display of the
no smoking EICAS MEMO message.
AIRPLANE GENERAL
Sec. 6.1 Page 20
Rev. 11/01/01 #7
Continental
111
Flight Manual
(2) dome Light Control
Controls overhead dome light brightness.
(§) Overhead (ovhd) Panel Light Control (outer)
Rotate - controls overhead panel light brightness.
® Circuit Breaker (cb) Panel Light Control (inner)
Rotate - controls circuit breaker panel light brightness.
® glareshield Panel (pnl) Light Control (outer)
Rotate - controls glareshield panel light brightness.
® glareshield flood Light Control (inner)
Rotate - controls glareshield flood light brightness.
® seat belts Selector
off - the fasten seat belts and return to seat signs are not
illuminated.
auto - the fasten seat belts and return to seat signs are illuminated or
extinguished automatically with reference to airplane altitude and
system configuration (refer to the Lighting System Description this
section).
on - the fasten seat belts and return to seat signs are illuminated.
Note : Any time passenger oxygen is deployed, the no smoking and
fasten seat belts signs illuminate automatically, regardless of
the selector position.
® storm Light Switch
on - overrides normal controls and illuminates the following lights at
maximum brightness:
• All illuminated indicator lights
• Glareshield flood lights
• Instrument panel flood lights
• Aisle stand flood lights
• Dome lights.
Ill
Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 21
Rev. 11/01/01 #7
kVJ master brightness Control (outer)
Rotate (when the master brightness switch is pushed on) -
• Controls the brightness of all panel lights and displays (dome lights,
flood lights, and circuit breaker panel lights are not controlled by
this switch)
• Overrides individual brightness control settings
• Limits adjustment range of individual brightness controls
• Has full adjustment range of all lights when all individual brightness
controls are set to the center detent.
@ MASTER BRIGHTNESS Switch
A black ring on the side of the inner switch is visible when the switch is
out (off).
Push on (in) - The master brightness control is on.
Push off (out) - The master brightness control is off.
® landing Light Switches
off - The landing light is not illuminated.
on - The landing light is illuminated.
Note : The nose gear landing lights cannot illuminate when the nose
landing gear is not down and locked.
AIRPLANE GENERAL
Sec. 6.1 Page 22
Rev. 11/01/01 #7
Continental
111
Flight Manual
Lighting Panel
T
3
1
kBEACONY NAV
V LOGO \
y WING
ON
ON
ON
ON
IND LTS
TEST
1BRTI
DIM
RUNWAY TURNOFF TAXI STROBE
L OFF R OFF OFF
O 7
7776036
OVERHEAD PANEL
beacon Light Switch
on - the red anti-collision beacon lights on the top and bottom of the
fuselage operate.
(2) Navigation (nav) Light Switch
on - The red, green, and white navigation position lights are illuminated.
(3) logo Light Switch
on - The stabilizer-mounted logo lights illuminate the airline logo on the
vertical tail surface.
® wing Light Switch
on - The wing leading edge illumination lights are illuminated.
Ill
Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 23
Rev. 11/01/01 #7
(§) Indicator Lights (ind lts) Switch
test (spring-loaded):
• Illuminates all annunciator lights to full brightness for 10
seconds to check the bulbs, then dims the lights as long as the
switch is held
• Causes test patterns to display on the stabilizer position
indicators, rudder trim indicator, and radio tuning panel
displays.
brt - sets all illuminated annunciator lights to full brightness.
dim - sets all illuminated annunciator lights to low brightness.
® strobe Light Switch
off - The white anticollision strobe lights on the tips of each wing and
the tail cone are off.
on - The strobe lights operate.
© taxi Light Switch
off - The taxi lights are extinguished.
on - The taxi lights are illuminated.
Note : The taxi lights do not illuminate when the nose landing gear is
not down and locked.
® runway turnoff Light Switches
off - The runway turnoff light is extinguished.
on - The runway turnoff light is illuminated.
AIRPLANE GENERAL
Sec. 6.1 Page 24
Rev. 11/01/01 #7
Continental
111
Flight Manual
Miscellaneous Lighting Controls
Flight Deck Emergency Lights Switch
EMER
LIGHTS
OFF
ARMED
ON
OVERHEAD PANEL
7776038
Emergency (emer) lights Switch
off - Prevents emergency lights system operation if airplane electrical
power fails or is turned off.
armed - All emergency lights illuminate automatically if airplane
electrical power fails or is turned off.
on - All emergency lights illuminate.
Passenger Cabin Emergency Lights Switch
&-
H □ H
M I 1L
GROUND EMER
SERVICE LIGHTSfTST
EMER
LIGHTS
Passenger Cabin Emergency (emer) lights Switch
Push-
• Illuminated (red):
• All passenger cabin and exterior emergency lights illuminate
• Bypasses the flight deck emergency lights switch
• Extinguished: All passenger cabin and exterior emergency lights
extinguish.
Ill
Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 25
Rev. 11/01/01 #7
Floor Lights Switch
FLOOR LIGHTS
AFT AISLE STAND
7776040
(1) floor lights Switch
off - The flight deck floor lights are not illuminated.
brt - The floor lights are illuminated bright.
dim - The floor lights are illuminated dim.
Aisle Stand Panel/Flood Light Control
AISLE STAND
PNL/FLOOD
) —
7776041
AFT AISLE STAND
® aisle stand Panel (pnl) Light Control (outer)
Rotate - Controls the aisle stand instrument panel light brightness.
(2) aisle stand flood Light Control (inner)
Rotate - Controls the aisle stand flood light brightness.
AIRPLANE GENERAL
Sec. 6.1 Page 26
Rev. 11/01/01 #7
Continental
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Flight Manual
Map Light Control
GLARESHIELD PANEL
map Light Control
Pull - On
Push - Off
Rotate - Adjusts map light brightness.
Forward Panel Brightness Controls
FWD PANEL BRIGHTNESS
SIDE
DSPL
OUTBD INBD DSPL/ PNL/
DSPL WXR FLOOD
OFF
SIDEWALL PANEL
■0
7776021
Note:
The display and weather radar brightness controls are described in
Section 6.10, Flight Instruments, Displays.
® forward panel Light Control (outer)
Rotate - Controls forward panel lights brightness.
Note : The standby compass light intensity is controlled by the left
forward panel light control.
(2) forward panel flood Light Control (inner)
Rotate - Controls forward panel flood light brightness.
Ill
Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 27
Rev. 05/01/02 #8
Sterile Cockpit Light
The sterile cockpit light, located in the ceiling aft of the flight deck door,
comes on automatically when the aircraft is below 10,000 feet and the
parking brake is not set.
STERILE COCKPIT
INDICATOR LIGHT
7776-101
AIRPLANE GENERAL
Sec. 6.1 Page 28
Rev. 11/01/01 #7
Continental
111
Flight Manual
DOORS AND WINDOWS
Door Synoptic Display
FWD ACCESS
ENTRY 1L
ENTRY 2L
E/E ACCESS
ENTRY 1R
FWD CARGO
ENTRY 2R
ENTRY 4L
ENTRY 3R
AFT CARGO
BULK CARGO
ENTRY 4R
A (green) - Door mode is armed
M (white) - Door mode is manual,
(blank) - Door mode is not available
A/M can appear inside door symbol.
O (amber) - passenger door open
(blank) - passenger door closed
O (white) - door status is not
available
~ J (amber) - cargo/access door open
(blank) - cargo/access door closed
| | (white) - door status is not
available
" ,ou ^ MULTIFUNCTION DISPLAY
The doors synoptic is displayed by pushing the door synoptic display switch
on the display select panel. Display select panel operation is described in
Section 6.10, Flight Instruments, Displays.
Ill
Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 29
Rev. 05/01/02 #8
Passenger Entry Door
Viewing Window
Allows observation outside the airplane.
® Slide/Raft Gas Bottle Pressure Gauge
If the gauge needle is outside the green zone, the system is unusable.
® Door Mode Select Panel
See the following graphic.
® Power Assist Reservoir Pressure Gauge
If the gauge needle is outside the green zone, the system is unusable.
© Gust Lock Release Lever
Grab and pull inward to close the door.
© Door Operating Handle
To open the door - rotate in the direction of the arrow.
To close the door - rotate in the opposite direction of the arrow.
AIRPLANE GENERAL
Sec. 6.1 Page 30
Rev. 11/01/01 #7
Continental
111
Flight Manual
® Slide/Raft
The bustle contains the slide/raft.
® Girt Bar Indicator Flag Viewing Windows
Yellow in view - door and slide/raft are armed.
Black in view - door and slide/raft are not armed.
Door Mode Select Panel
Note : Outline does not appear on door. Example only.
DOOR
Door Mode Select Lever
arm - If the door handle is moved to the open position, the door is
powered open, and the slide/raft deploys.
Note : If the door is opened from the outside, the mode select lever
automatically moves to the disarm position.
disarm - Power assist door opening and automatic slide/raft deployment
are disabled.
Ill
Flight Manual
Continental
Temporary Revision
AIRPLANE GENERAL
Sec. 6.1 Page30-A
TR 02-04 12/17/02
Enhanced Flight Deck Door [as installed]
FLIGHT DECK DOOR Control Panel
FLIGHT DECK DOOR
UNLKD
^-UNLDCK^
OPEN
EMRG
ENTRY
ACTIVE
HARD
LOCK
1
'HARD
LOCK
© O © © © ©
AFT AISLE STAND
7776-102
® unlock Switch
• Electrically unlocks flight deck door while depressed. (Door
automatically electrically locks when switch is released and door is
fully closed.)
• Disables hard lock mode.
® unlkd Light (red):
• Illuminated STEADY:
Switch is held down and door is unlocked (normal condition).
Both solenoids have failed and door is unlocked (non-normal
condition).
• Illuminated FLASHING:
A fault in the door system or status lights. Security of the door is
unknown (non-normal condition).
Note : With the light illuminated for a non-normal condition
(STEADY or FLASHING), pushing the hard lock switch
extinguishes the light but does not activate the hard lock
mode. This action does not ensure door security,
therefore the mechanical lock pin must be engaged.
® Door open Status Light (amber)
• Illuminated - Door is not closed against the door jam.
® emrg entry active Status Light (red)
• Illuminated (flashing) - The cabin mounted flight deck door
emergency entrance switch has been pressed. The status light
flashes and "DOOR, DOOR, DOOR" warning message sounds for 30
seconds, or until hard lock or unlock switch is pushed.
Temporary Revision
AIRPLANE GENERAL
sec. 6 i Page 30-b Continental
TR 02-04 12/17/02
® hard lock Switch
• When pressed (hard lock mode engaged):
Illuminates hard lock light.
Overrides the flight deck door emergency entrance system.
Extinguishes flashing emerg entry active status light.
- Stops "DOOR, DOOR, DOOR" warning message.
Cancels door emergency entrance unlock function that would
occur after 30 seconds, keeping door electrically locked.
Inactivates cabin mounted flight deck door emergency
ENTRANCE Switch.
System stays in hard locked mode for 30 minutes and then
automatically comes out of mode and extinguishes light. 30-minute
timer may be reset at any time by pushing the hard lock switch again.
Hard lock mode may be disabled any time by momentarily turning the
flight deck doorknob (do not need to open door), or by pushing the
unlock switch.
• If unlock light illuminates (indicating a system fault), pressing the
hard lock switch:
Will:
extinguish light in unlock switch,
Will not:
engage hard lock mode,
illuminate hard lock switch,
ensure the door is locked.
© hard lock Light (white)
• Illuminated - The flight deck door is in the hard lock mode.
777
Flight Manual
Temporary Revision
777 AIRPLANE GENERAL
Flight Manual Continental Sec. 6.1 Page 30-C
TR 02-04 12/17/02
Flight Deck Door Mechanical Lock Pin
DOOR
MECHANICAL
LOCK PIN
INSERT PIN INTO
LATCH TO
MECHANICALLY
LOCK DOOR
STORED ON INSIDE FLIGHT DECK DOOR
7776-104
® Mechanical Lock Pin
• Instructional placard near doorknob.
• Inserted into hole on door latch to mechanically lock door.
• Serves as redundant lock during a significant security incident.
• Does not rely on electrical power.
• Retains depressurization blowout panel functions.
• Retains flight deck emergency exit functions.
• Will not allow door to be opened by FLIGHT DECK DOOR
EMERGENCY ENTRANCE system.
Flight Deck Door Emergency Entrance Panel
CABIN MOUNTED PANEL TO LEFT OF DOOR
7776-103
® FLIGHT DECK DOOR EMERGENCY ENTRANCE Panel
Temporary Revision
AIRPLANE GENERAL 777
sec. 6.1 Page 30-D Continental Flight Manual
TR 02-04 12/17/02
® Flight Deck Door Emergency Entrance open Switch
• Illuminates flight deck control panel emrg entry active light.
• Activates "DOOR, DOOR, DOOR' warning message. (Sounds for 30
seconds)
- If flight crew intervenes during the 30 seconds by pushing flight
deck control panel hard lock switch, warning message stops and
emergency entrance system is deactivated for 30 minutes or more
as determined by flight crew. The flight crew may, at any time,
reset the system by rotating the flight deck doorknob (no need to
open door), or by pushing the unlock switch.
- If flight crew does not intervene , the "DOOR, DOOR, DOOR"
warning message stops after 30 seconds and the door electrically
unlocks for only 5 seconds to allow access. If the door is not
opened within the 5 seconds it automatically relocks.
Note : If the mechanical lock pin has been engaged, use of the
emergency entrance system will not allow the door to be
opened.
Ill
Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 31
Rev. 05/01/02 #8
Flight Deck Door Switch
FLT
DECK
DOOR
LKD
) >
UNLKD
AFT AISLE STAND
7776025
® Flight Deck Door Switch
Locked (lkd) illuminated:
• The door is locked
• The lock is engaged when the door is closed.
Unlocked (unlkd) illuminated:
• The door is unlocked
• The door remains in the closed position.
Flight Deck Number Two Window
7776026
Window Lock Lever
Forward - With the window fully closed, locks the window. If the lock
lever is properly locked, the orange indicator is not visible below the
release button. The EICAS message window flt deck l, r displays if a
window is not properly latched.
Aft - Unlocks the window so it can be cranked open.
© Window Crank
Used to position the window open or closed when the window lock lever
is unlocked.
To reposition the window crank without moving the window, push and
hold the button in the center of the window crank.
AIRPLANE GENERAL
Sec. 6.1 Page 32
Rev. 11/01/01 #7
Continental
111
Flight Manual
OXYGEN SYSTEMS
Oxygen Indications
&
-OXYGEN ■
CREW PRESS 1950
MULTIFUNCTION DISPLAY
7776027
® Oxygen Pressure Display
Displays crew oxygen cylinder pressure (PSI).
Note : Access is through the display select panel status switch.
Passenger Oxygen Switch
PASS
OXYGEN
]*■ ON
OVERHEAD PANEL
7776029
(D PASSENGER OXYGEN Switch
Push - The passenger cabin oxygen masks drop.
(2) Passenger Oxygen on Light
Illuminated (amber) - The passenger oxygen system is operating and the
masks have dropped.
Ill
Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 33
Rev. 11/01/01 #7
Oxygen Mask Panel
CREWMEMBER
77/6032 STATION (1 each)
Oxygen Flow Indicator
Shows a yellow cross when oxygen is flowing.
(2) RESET/TEST Switch
Push-
• With the left oxygen panel door closed and the oxy on not displayed,
turns oxygen on momentarily to test the regulator.
• With the left oxygen panel door closed and the oxy on flag
displayed, turns oxygen off and deactivates the mask microphone,
reactivates the boom microphone.
AIRPLANE GENERAL
Sec. 6.1 Page 34
Rev. 11/01/01 #7
Continental
111
Flight Manual
S) Oxygen Mask Release Levers
Squeeze and pull -
• Unlocks the oxygen panel doors
• Releases the mask
• Oxygen turns on when the oxygen panel doors open
• Automatically selects the mask microphone when the left oxygen
panel door is opened
• Disables the boom microphone.
Squeeze (right lever) - inflates the mask harness.
Release - deflates the mask harness into position on the head and face.
Ill
Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 35
Rev. 11/01/01 #7
Oxygen Mask and Regulator
Mask
Microphone
Regulator
7776033a
CREWMEMBER STATION (1 each)
NORMAL/100% Switch
N - Supplies an air/oxygen mixture on demand (the ratio depends on
cabin altitude).
100% - Supplies 100% oxygen on demand (not an air/oxygen mixture).
(2) Normal (non-emergency) position - Supplies air / oxygen mixture or
100% oxygen on demand, depending upon the position of the Normal /
100% switch. Automatically supplies 100% oxygen under positive
pressure when cabin altitude is above a preset value.
emergency position (rotate in the direction of the arrow) - Supplies
100% oxygen under positive pressure at all cabin altitudes (protects
against smoke and harmful vapors).
press to test- Tests the positive pressure supply to the regulator signal.
AIRPLANE GENERAL
Sec. 6.1 Page 36
Rev. 11/01/01 #7
Continental
111
Flight Manual
Oxygen Mask and Regulator
CREWMEMBER STATION (1 each)
7776033
CD NORMAL/100% Switch
N - Supplies an air/oxygen mixture on demand (the ratio depends on
cabin altitude).
100% - Supplies 100% oxygen on demand (not an air/oxygen mixture).
© Oxygen Mask Emergency/Test Selector
Normal (non-emergency) position - Supplies air / oxygen mixture or
100% oxygen on demand, depending upon the position of the Normal /
100% switch. Automatically supplies 100% oxygen under positive
pressure when cabin altitude is above a preset value.
emergency position (rotate in the direction of the arrow) - Supplies
100% oxygen under positive pressure at all cabin altitudes (protects
against smoke and harmful vapors).
press to test- Tests the positive pressure supply to the regulator signal.
(§) Protective Strip
There is a protective strip of clear plastic on the top portion of the lens.
This strip can be peeled off using the tab on the right side in case of icing
caused by a rapid depressurization.
Ill
Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 37
Rev. 11/01/01 #7
EMERGENCY EQUIPMENT, DOORS, AND WINDOWS
Systems Introduction
This section describes miscellaneous airplane systems, including:
• Lighting Systems • Doors and Windows
• Oxygen Systems • Flight Deck Seats.
• Emergency Equipment
LIGHTING SYSTEMS
Lighting systems described in this chapter include:
• Exterior Lighting
• Flight Deck Lighting
Exterior Lighting
Exterior lighting consists of these lights:
• Landing
• Runway Turnoff
• Taxi
• Strobe
• Beacon
• Passenger Cabin Lighting
• Emergency Lighting.
• Navigation (position)
• Logo
• Wing Leading Edge Illumination
• Escape Slide Emergency Lights.
Landing Lights
The landing lights consist of the left, right, and nose gear landing lights. The
left and right landing lights are located in the left and right wing root. These
lights are optimized for flare and ground roll. The two nose gear-located
landing lights are optimized for approach.
Runway Turnoff Lights
Runway turnoff lights are installed in the left and right wing roots. The lights
illuminate the area in front of the main gear.
AIRPLANE GENERAL
Sec. 6.1 Page 38
Rev. 11/01/01 #7
Continental
111
Flight Manual
Taxi Lights
Taxi lights are installed on the non-steerable portion of the nose strut. They
are inoperative when the nose landing gear is not down and locked.
Strobe Lights
The strobe lights are white anti-collision strobe lights located on each forward
wing tip and on the tail cone.
Beacon Lights
The beacon lights are red anti-collision strobe lights located on the top and
bottom of the fuselage.
Navigation Lights
The navigation lights are the standard red (left forward wingtip), green (right
forward wingtip), and white (aft tip of both wings) position lights.
Logo Lights
Logo lights are located on the stabilizer to illuminate the airline logo on the
vertical tail surface.
Wing Lights
Wing lights are installed on the fuselage and illuminate the leading edge of
the wing.
Ill
Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 39
Rev. 11/01/01 #7
Exterior Lighting Locations
Beacon Light (Top Logo Light (Left and
and Bottom Fuselage, Right Stabilizer) —
7776042
Strobe Light (Left and
Right Wing Tip, White)
AIRPLANE GENERAL
Sec. 6.1 Page 40
Rev. 11/01/01 #7
Continental
111
Flight Manual
Flight Deck Lighting
Flight deck lighting is provided for panel illumination, area lighting and
localized illumination. Flood lights and light plates provide panel
illumination. Dome lights provide flight deck area lighting. Map lights and a
single utility light provide localized illumination.
Panel and flood lights illuminate the forward panels, glareshield and aisle
stand panels. When the storm light switch is on, the left and right forward
panel flood lights, glareshield flood lights, dome lights, aisle stand flood
light, and all illuminated annunciator lights illuminate at full brightness.
If normal electrical power is lost, standby electrical power is automatically
provided to the primary displays. The aisle stand, left and right forward panel
and glareshield flood lights, and the dome lights illuminate automatically at a
fixed brightness.
Master Brightness Control System
The master brightness control provides the means of controlling panel and
display lighting brightness with the use of one control. The control is turned
on when the master brightness switch is pushed on.
Lighting controlled through the master brightness system are:
• PFDs • Digital Displays
• MFDs • Overhead Panel
• EICAS • Glareshield Panel
• CDUs • Forward Panels (left, center, and
The individual lighting controls for the above displays and panels all have a
center DETENT position identified by a white dot at the mid-range
adjustment position.
Individual controls can be used for dimming individual displays and panels.
The individual controls have limited adjustment capability when the master
brightness switch is on, and should be centered in the DETENT when first
adjusting the master brightness control. They have full range of brightness
control when the master brightness switch is off.
Clocks
Standby Instruments
Standby Compass
right)
Side Panel Displays
Aisle Stand Panels (forward and
aft).
Ill
Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 41
Rev. 11/01/01 #7
Passenger Cabin Lighting
Passenger cabin lighting near the flight deck entry door is automatically
dimmed or extinguished when the flight deck door is opened while an engine
is operating. This reduces the light level entering the flight deck at night.
Passenger Cabin Signs
The passenger cabin signs are controlled by overhead panel selectors. The
passenger signs illuminate when the following conditions are satisfied:
fasten seat belts signs (auto selected):
• Landing gear not up and locked, or
• Flap lever not up, or
• Airplane altitude below an airline defined altitude, or
• Cabin altitude above 10,000 feet, or
• Passenger oxygen on.
no smoking signs always on (CAL option):
All passenger signs can be controlled manually by positioning the respective
switch to on or off. When the fasten seat belts and no smoking selectors
are in the off position, and oxygen is on, the fasten seat belts and no
smoking signs illuminate.
return to seat signs are illuminated with the fasten seat belts signs, except
when oxygen is deployed.
When the passenger cabin signs illuminate or extinguish, a low tone sounds
over the PA system.
AIRPLANE GENERAL
Sec. 6.1 Page 42
Rev. 11/01/01 #7
Continental
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Flight Manual
Emergency Lighting
Emergency lighting is controlled by the emergency lights switch on the
overhead panel. The switch can be used to manually activate or arm the
system for automatic operation. Automatic operation occurs if DC power
fails or is turned off when the system is armed. The emergency lighting
system can also be controlled by the emergency lights switch on the main
flight attendant switch panel.
When the emergency lights switch in the flight deck is armed, and the door
mode select lever is in the armed position, moving the door handle to the
open position will cause the exterior fuselage light and the interior emergency
lights at that door to illuminate.
The emergency lighting system is powered by remote batteries. Battery
charge is maintained by the airplane electrical system. A fully charged
battery provides at least 15 minutes of operation.
The E1CAS advisory message emer lights is displayed if:
• The emergency lights switch is not in the armed position, or
• The emergency lights switch is in the armed position, and the emergency
lights are activated by the switch at a flight attendant panel.
Interior Emergency Lighting
Interior emergency lighting consists of door, aisle, cross-aisle, escape path,
exit lights, and luminescent exit signs.
Escape path lighting consists of lights installed in the arm rest of the center
passenger seats, and on center galleys, lavatories, closets and partitions
spaced at intervals in the aisles and cross-aisles. When illuminated, escape
path lighting provides visual guidance for emergency evacuation if all sources
of lighting more than four feet above the aisle floor are obscured by smoke.
Battery powered exit lights are located at each cabin exit.
Ill
Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 43
Rev. 11/01/01 #7
Interior Emergency Lighting Locations
Exit Sign
All emergency lights and EXIT signs are powered by remote battery
and are controlled by the EMERGENCY LIGHTS switches.
Exterior Emergency Lighting
Exterior emergency lights are located aft of each door and illuminate the slide
area. Lights are also installed in each slide to illuminate the ground at the end
of the slide and to help illuminate the door 2 sliding surface.
AIRPLANE GENERAL
Sec. 6.1 Page 44
Rev. 11/01/01 #7
Continental
111
Flight Manual
OXYGEN SYSTEMS
Two independent oxygen systems are provided, one for the flight crew and
one for the passengers. Portable oxygen cylinders are located throughout the
airplane for emergency use. Two oxygen bottles are located in the lower
equipment bay for crew use.
Flight Crew Oxygen System
The flight crew oxygen system uses quick-donning masks and regulators
located at each crew station. Oxygen pressure is displayed on the MFD status
The E1CAS advisory message crew oxygen low alerts the flight crew of a
low oxygen pressure condition.
Flight crew and observer masks and regulators are installed in oxygen mask
panels near each seat. Squeezing the red oxygen mask release levers releases
the mask from stowage. Removing the mask:
• Inflates the mask harness
• Momentarily displays the yellow oxygen flow indicator
• Selects the mask microphone in the removed mask (the boom
microphone is deselected).
The boom microphone can be reselected by closing the left oxygen panel
door and pushing and releasing the reset/test switch. This also shuts off
oxygen to the mask. The oxygen flow can be restored by opening the left
oxygen panel door.
Crew Oxygen Mask Microphone Test
The oxygen mask microphone can be tested without removing it from the
storage box.
• Select the flight interphone transmitter and set the speaker volume as
Push and hold a mic switch on either the audio control panel or the glare
Push both the oxygen mask reset/test switch and emergency/test
display.
desired.
shield.
selector.
The sound of oxygen flowing is heard through the speaker, verifying
microphone operation.
Ill
Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 45
Rev. 11/01/01 #7
Passenger Oxygen System
The passenger oxygen system is supplied by individual chemical oxygen
generators. The oxygen system provides oxygen to the passenger, attendant
stations, and lavatory service units. The chemical oxygen generators provide
oxygen for approximately 22 minutes. The passenger oxygen masks and
chemical oxygen generators are located above the passenger seats in
passenger service units (PSUs). Oxygen flows from a PSU generator when
any mask hanging from that PSU is pulled. The masks automatically drop
from the PSUs if cabin altitude exceeds approximately 13,500 feet. The
passenger masks can be manually deployed from the flight deck by pushing
the overhead panel passenger oxygen switch to the on position.
Portable Oxygen Bottles
Portable oxygen bottles are stowed in various locations in the passenger
cabin. The bottles are fitted with disposable masks and are used for first aid
purposes or as walk-around units. All bottles are identical in size and
capacity.
AIRPLANE GENERAL
Sec. 6.1 Page 46
Rev. 11/01/01 #7
Continental
111
Flight Manual
EMERGENCY EQUIPMENT
Item Name
Diagram
#on
Where enter
Abbreviation
board /
discrepancies
* req'd
ements?
Where is it located?
What are the prefligh
Who may use it?
Directions for use or additional information?
Automatic External Defibrillator
AED
1/0
MX Log
Locked container in the aft-most usable overhead bin, aircraft left.
May be used by medical personnel, trained flight attendant, or flight
attendant who has not been trained but is comfortable using the
A.E.D.
For preflight inspection and operational instructions see First Aid
section of CAL Inflight Manual.
Attendant Life Vest
ALV
14/14
MX Log
Stowed at each crew member station.
Vests are red and fluorescent in color.
Insure presence of vest.
May be used by any flight attendant or passenger.
Hold vest so the word "top" is up.
Place vest over head and place arms through straps on sides between
bladders.
Grasp straps under arms, lean forward and pull straps down sharply
until back panel is fully extended.
Pull outward on the yellow tabs to tighten straps snugly to waist.
Inflate vest just prior to exiting the aircraft by pulling down sharply on
the two red tabs on the front of the vest. If vest fails to inflate, it may
be orally inflated by blowing into the tubes located at shoulder level.
A rescue light located on the shoulder is battery / water activated.
Remove the "Pull To Light" tab at waist level (for night ditching
only).
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Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 47
Rev. 11/01/01 #7
CPR Resuscitators
CPR
14/0
Cabin Log
Located one at each F/A jump seat.
Insert the "Patient" end of the white rectangular universal airway into
the customer's mouth and position the flat side over the tongue.
Connect the isolation valve with the blue arrows to the airtube of the
SealEasy mask. The blue arrows should be pointing toward the
SealEasy mask.
Slip the SealEasy mask, with the airtube pointing up, over the
universal airway. The universal airway should be inserted into the
tube of the mask in this position, with the soft side of the SealEasy
mask covering the customers' mouth and nose.
Crash Axe
AX
1/1
MX Log
• Located in Flight Deck.
• Pick end used for puncturing or tearing.
• Blunt end used for chopping or cutting.
Crew Life Vest
CLV
4/4
MX Log
• Located at each Flight Deck seat.
• Crew vests are red or fluorescent orange in color.
• Procedures are identical to those for the Attendant Life Vest.
Emergency Flashlight
EFL
15/11
MX Log
• One located in Flight Deck, and one at each F/A jump seat.
• Removing flashlight from bracket automatically activates.
• Duration is approximately 4-5 hours.
Emergency Light Switch
ELS
1/1
MX Log
• ELS in the cabin can override the Flight Deck switch, when in the off
or armed position.
• Use by crew only.
Emergency Locator Transmitter
ELT
2/1
MX Log
ELT's are an integral part of the slide / rafts at doors 1L and 4R.
• Automatically activated upon deployment of slide raft.
• May be manually activated by pulling pin at transmitter base and
touching contacts with damp finger.
• Frequencies that are used are VHF 121.50, UHF 243.0 and in the
future HF 406 will be added.
AIRPLANE GENERAL
Sec. 6.1 Page 48
Rev. 11/01/01 #7
Continental
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Flight Manual
Escape Ropes
ER
2/2
MX Log
• Stowed in compartments above the pilot seats.
• Attached to the airplane structure above both number two flight deck
windows.
Fire Extinguishers (Halon)
HL
4/3
MX Log
• Preflight - Gauge in green zone and pin in place.
• Used on electrical, fuel and grease fires (Class A, B, C).
• Pull ring pin.
• Hold upright.
• Aim at base of fire with side of body towards fire.
• Squeeze lever downward.
• Spray at base of fire in a side to side motion.
• Duration - 8 sec. Continuous, 25 sec. Intermittent.
• If used on Class A, back up with H20 extinguisher.
Fire Extinguishers Lavatory
FEL
See below
MX Log
Preflight - Temperature dots are white in color (if dots are black in
color, notify Captain immediately).
Operate automatically when fire sensed in lavatory trash can.
One (1) each lavatory. May be inoperative provided the associated
lavatory smoke detection system operates normally. If not then the
following must be done.
(a) Lavatory waste receptacle is empty.
(b) Lavatory door is locked closed and placarded, INOPERATIVE -
DO NOT ENTER, and
(c) Lavatory is not used for any purpose.
Fire Extinguishers (Water)
H20
3/3
MX Log
• Preflight - Check wire seal on handle.
• Ensure C02 cartridge is present by looking through the hole in the
extinguisher handle.
• Rotate handle fully clockwise.
• Hold upright.
• Aim at base of fire with side of body towards fire.
• Depress lever on top.
• Use a sweeping motion.
• Duration - 30 - 45 sec.
• Used on paper, rubber and wood fires (Class A).
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Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 49
Rev. 11/01/01 #7
Fire Gloves
FG
1/1
MX Log
• Insert left hand in left glove and right hand in right glove.
• To be used when fighting fires.
• Located in Flight Deck.
First Aid Kit
FAK
5/4
MX Log
• Located in cabin, all kits should be sealed with shrink-wrap.
• Flight Attendants will notify the Flight Deck if any kit has been
opened.
Handcuffs
HC
2/0
MX Log
Located in locking container in last overhead bin, aircraft left.
Two clear plastic bags containing three sets of plastic handcuffs,
cutting tool for removing, instructions for operating, and checklist for
use and follow-up procedures.
Use only under direction of Captain.
Captain's Irregularity Report required when used.
Megaphone
MEG
2/2
MX Log
• Located outboard stowage fwd. galley, outboard stowage aft galley.
• Three types: Blue, Orange and Red.
• Grip handle and hold close to mouth.
• Depress handle or trigger and speak into the mouthpiece.
• To activate siren, pull small pin out of side of megaphone (orange
type only).
AIRPLANE GENERAL
Sec. 6.1 Page 50
Rev. 11/01/01 #7
Continental
111
Flight Manual
Medical Kit
MK/EEMK
1/1
MX Log
Flight Deck, behind F/O on right side of bulkhead.
Insure kit is secure with unopened wrapping.
May be used by any medical personnel or as required at Captain's
discretion.
Should be inventoried if used and replacement not available.
In the near future, the Enhanced Emergency Medical Kit will be
installed and located in the same locked container as the AED in the
aft most useable overhead bin aircraft left. This will cause the
removal of the present Medical Kit from the Flight Deck.
EEMK Preflight is done by F/A's.
EEMK is to be used by licensed Medical Doctor (MD), or Doctor
of Osteopathy (DO), nurses, or paramedic / emergency medical
technicans (EMT).
The F/A will inform the Captain when the kit is used, and the
Captain will complete a Captain's Irregularity Report and make
an entry in the aircraft logbook.
Polar Exposure Suits
PXS
1/1
MX Log
Located in compartment above door 1 right placarded CREW USE
ONLY.
• Use Flight Deck key to open after placard is removed and wear in
severe cold temperature conditions when necessary for crew member
to perform duties outside of aircraft.
• One (1) kit containing two (2) suites.
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Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 51
Rev. 11/01/01 #7
Protective Breathing Equipment
PBE
6/5
MX Log
Located (1) one each Flight Deck, fwd outboard stowage, fwd
outboard galley, center floor mounted stowage, aft galley outboard
stowage right, and stowage left.
Preflight: Ensure that hood packet is enclosed and vacuum-seal
intact.
Remove vacuum-sealed pouch from white plastic box.
Tear open pouch and don the hood.
Pull adjustment straps forward to activate, then back to secure the
hood.
Initial generated oxygen inflates hood, providing breathable
atmosphere.
Pull straps again if activation fails.
Stick fingers under the neck seal to allow lung inhalation.
Excessive leakage of oral / nasal cone or neck seal may result in
excess build up of carbon dioxide. Don an alternate hood.
Place hood away from heat and/or flames.
After removing hood, do not expose yourself to flames.
Run fingers through your hair to remove oxygen
Use by crew only.
Portable Oxygen Bottles
POB
18/*
MX Log
• Place bottle strap diagonally across front of body with one arm and
shoulder through the strap.
• All bottles come connected to the high flow connection, but can be
moved to the low flow with ease.
• Turn bottle ON by rotating the yellow or green knob counter-
clockwise to the open position. (Knobs are all being painted green,
but this is not yet complete.)
• Check flow of oxygen.
• Small bottles provide the following rates (at 20,000-ft. altitude):
• 2 LPM for 46 minutes
• 4 LPM for 25 minutes
• Large bottles provide the following rates (at 20,000-ft. altitude):
• 2 LPM for 120 minutes
• 4 LPM for 66 minutes
• One required for each working crewmember. 8 at 4.25 cu. ft. and 10 at
1 1 cu. ft. ( Note : If possible do not deplete below 500 PS1.)
AIRPLANE GENERAL
Sec. 6.1 Page 52
Rev. 11/01/01 #7
Continental
111
Flight Manual
Sharps Container
SC
3/0
Cabin Log
One each in the seat back pockets behind the last row of First Class
seats, aircraft left and right.
One each in the seat back pockets behind the last row of main cabin
seats, aircraft left and right.
Sharps containers are available to passengers who need to dispose of
used needles, razor blades, etc.
Slide Raft
SR
8/7
MX Log
Located at each door.
Deployed when door is opened in the armed mode.
May be manually inflated by pulling the red inflation handle adjacent
to the girt bar.
Spare Life Vests
SLV
48/48
MX Log
Located in the floor mounted storage 4 packages containing 6 vests
each in the forward cabin, and 4 packages containing 6 vests each in
the aft floor mounted storage cabin to be used as needed during a
ditching.
These vests are yellow in color but could be used by a crew member if
necessary.
The spare life vests do not effect the number of Crew / Attendant Life
Vests required to be on board.
Donning and inflation procedures are identical to CLV and ALV.
Smoke Goggles
SMK
4/4
MX Log
On aircraft with separate goggles, remove from stowage and don after
crew oxygen is in place.
On other aircraft goggles are part of mask.
Universal Precautions Kit
UPK
3/0
MX Log
Provided for use by Flight Attendants.
For preflight inspection and operational instructions see First Aid
section of Inflight Manual.
One each in the seat back pockets behind the last row of First Class
seats, aircraft left and right.
One in the seat back pocket behind the last row of main cabin seats,
aircraft left.
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Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 53
Rev. 11/01/02 #9
Emergency Equipment Locations
AT EACH ATTENDANT JUMPSEAT
CLV EFL
FLIGHT DECK
ELS PBE AX MK HL 4CLV
EFL 2ER40M4SMKFG
OUTBOARD STOWAGE
MEG 2POB H20 PBE
1LDOOR
SR ELT*
1L JUMPSEAT
CONTROL PANEL
ELS
2LDOOR
SR
MID GALLEY STOWAGE
FAK
* FLOOR MOUNTED STOWAGE
3POB E
pj mm
3L DOOR
SR
ABOVE 3L JUMPSEAT
POB
AFT MOST USABLE
OVERHEAD BIN
AEDEEMK !
HC+
ABOVE CENTER JUMPSEAT
6POB i
4LDOOR
SR
AFT GALLEY OUTBOARD STOWAGE
H20 PBE POB
PE F .I K
ta EEE
LTD EEE
eno EE
™ w
mn occ
cbb gee
EEQ fl4
EEQ F
EES E
CCD ffi
EEQ K
EBB CEE
EEQ Qtt
CCD EEE
EEQ CCC
EEQ EEB
EEQ EB
EEQ QB
EEQ
OUTBOARD GALLEY
STOWAGE
PBE FAK HL 2POB
1RDOOR
SR
CEILING BIN ABOVE 1R
PXS
CENTER FLOOR
MOUNTED STOWAGE
24SLV
FLOOR MOUNTED STOWAGE
HL H20 PBE
2RDOOR
SR
MID GALLEY STOWAGE
FAK
** FLOOR MOUNTED STOWAGE
FAK POB
3RDOOR
SR
ABOVE 3R JUMPSEAT
POB
CENTER FLOOR
MOUNTED STOWAGE
24SLV
FLOOR MOUNTED STOWAGE
FAK POB
4RDOOR
SR ELT*
AFT GALLEY OUTBOARD STOWAGE
HL PBE MEG
' Elt located in slide/raft at doors 1 L and 4R.
+ Item not required emergency equipment. Shown for location only.
** On aircraft with fully extended BusinessFirst seats, the emergency
Equipment located behind last row of BusinessFirst seats is located
on opposite sides in center floor mounted stowage compartments.
2560DO1 0771b
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Flight Manual
Continental
Temporary Revision
AIRPLANE GENERAL
Sec. 6.1 Page 54
TR 02-04 12/17/02
DOORS AND WINDOWS
The airplane has eight passenger entry doors, one flight deck door (the flight
deck/passenger cabin entry), and three cargo doors. It also has two center
electrical and electronic (E/E) equipment access doors, one forward and one
The flight deck number two windows, one on the left and one on the right, can
be opened by the flight crew.
An EICAS message is displayed when a passenger door, overwing exit, cargo
door, access door, or flight deck window is not closed, latched, and locked.
Flight Deck Door
The aircraft is equipped with an enhanced flight deck door and integrated
security system. When properly locked, this door is able to defend against
unauthorized entry by brut force, penetration by bullets, or exposure to small
explosive devices.
The door is controlled and monitored by a FLIGHT DECK DOOR control panel
located on the aft aisle stand. It is normally locked by two independent
electrical solenoids, either one of which will provide normal locking functions.
The door is unlocked by the control panel or by rotating the flight deck side
doorknob in either direction. The cabin-side door handle is designed to limit
pulling forces on the door to 250 lbs maximum and will not unlock the door.
There is a viewing port, which allows a 150° view of the area immediately
outside the door.
The door is equipped with a mechanical pressure sensitive latch, which
automatically allows the door to open in the event of a flight deck rapid
depressurization event. An integral access panel located on the bottom portion
of the door allows for emergency exit by rotating two red panel retainers and
opening the panel if the door itself becomes jammed. There are instructional
placards on the door for use of the emergency exit system and resetting of the
door after an emergency exit.
The door and integrated security system (including control panel, status lights,
and warning function) is powered from 28 volt left main DC bus and 28 volt
right main DC bus. Either bus will power the entire system. With loss of both
of these buses (such as standby electrical power operations, or with the aircraft
unpowered on the ground) the door is electrically unlocked and all system
electrical components including control panel, status lights, and warning
functions are inoperative. Door system faults result in illumination (either
steady or flashing depending upon mode of failure) of the red unlkd light
located on the door control panel.
main.
Temporary Revision
AIRPLANE GENERAL 777
Sec. 6.1 Page 54-A Continental Flight Manual
TR 02-04 12/17/02
There is an independent mechanical lock pin installed on the flight deck side of
the door for use during a system fault or for additional lock redundancy during a
significant security event. In the event the mechanical lock pin must be used
due to a system failure, a flight attendant, working crew member, or other
authorized ACM / jumpseat rider must remain on the flight deck to engage /
disengage the lock anytime there is only one pilot on the flight deck. This
insures access to the flight deck in the event the pilot becomes incapacitated.
When the mechanical lock pin is used during a significant security incident,
the flight deck door should not be opened regardless of the number of pilots on
the flight deck until the incident is stabilized.
There is a cabin-side FLIGHT DECK DOOR EMERGENCY ENTRANCE
panel located by the left side of the door for emergency access to the flight deck,
or for use as a "panic button" warning during significant security events. A
"DOOR, DOOR, DOOR' warning sounds from dual speakers installed on the
flight deck overhead panel when this system is activated. Two green LED
maintenance test light diodes located on the same panel illuminate whenever
there are electrical inputs to the respective speaker.
The primary function for the cabin mounted emergency entrance system is to
afford access to the flight deck after all attempts to contact the flight deck have
failed and the assumption is made that all pilots are incapacitated. Open the
access door on the FLIGHT DECK DOOR EMERGENCY ENTRANCE panel
and push the open switch. If no pilot action is taken, it presumes that all pilots
are incapacitated, and after 30 seconds the alert warning stops and the door
unlocks for only 5 seconds to allow opening. If the door is not opened during
this time, it will relock and the process must be repeated.
This same system may be used as an alternate means of alerting the flight crew
of a significant security incident if interphone communications are not possible
or timely (panic button feature). Provided both pilots are not incapacitated, they
should immediately engage the hard lock mode. The door remains locked and
the flight crew should immediately begin attempts to communicate with the
cabin to determine the problem. If communications with the cabin are not
possible and the flight crew is unable to determine the severity of the incident, it
will be considered a LEVEL 4 SECURITY INCIDENT.
Note : This emergency system is never to be used for normal entrance to the
flight deck . (The system may be used by a pilot or maintenance
technician if the door has been inadvertently locked while on the
ground.)
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Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 55
Rev. 11/01/01 #7
Flight Deck Number Two Windows
The flight deck number two windows can be opened on the ground or in
flight. The flight deck number two windows can be used for emergency
evacuation. The associated window lock lever locks or unlocks the window.
With the window unlocked, rotating the window crank opens the window. To
open the window:
• Rotate the window lock lever aft to the open position
• Crank the window to the full open position (the window not closed
placard is visible).
When closing the window, the window lock lever must be in the unlocked
position. As the window approaches the full closed position, the force
required on the crank increases. To close the window:
• Crank the window to the full closed position (the window not closed
placard is not visible)
• Rotate the window lock lever forward to the locked position.
The windows can be opened or closed in flight with minor flight deck
consequences if the airplane is unpressurized. Because the force required to
move the crank increases with airspeed, it is recommended not to exceed
Vref + 80 with a window open. It may not be possible to open or close the
window at speeds above 250 knots. With the window open, voice,
interphone, and radio audio cannot be heard due to high noise levels. Prior
communications arrangements with the controlling agency should be
established before opening the window. The design provides an area of
relatively calm air over the open window. Forward visibility can be
maintained by looking out of the open window.
The E1CAS advisory message window flt deck (l or r) or windows (both
windows) is displayed if the window(s) are not closed and latched.
AIRPLANE GENERAL
Sec. 6.1 Page 56
Rev. 11/01/01 #7
Continental
111
Flight Manual
Flight Deck Window Emergency Egress
If the flight deck number two windows must be used for emergency egress,
use the following procedure:
• Open the window
• Remove the bag containing the rope (above and aft of window)
• Pull on rope to ensure it is securely attached
• Throw the bag out the window (bag falls off)
• Check the first rope handhold is green and is located in the window
opening
• Sit on the window sill with upper body outside
• Exit in accordance with the following illustration.
Caution : Ensure the rope is securely fastened to the airplane.
7776D55
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Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 57
Rev. 11/01/01 #7
Passenger Entry Doors
The passenger entry doors are used to enter and exit the airplane, and also
serve as emergency exits. There are no other passenger cabin exits. The
eight passenger entry doors are paired along the airplane fuselage. The doors
are identified 1 through 4 left, and 1 through 4 right. The doors can be
opened or closed manually from inside or outside of the airplane.
The entry doors are translating, plug-type doors. During opening, the door
first moves inward and upward, then translates outward and forward. Each
door is held in the open position by a gust lock. The gust lock drops into a
latch as the door nears its forward limit of travel. A window in each door
allows observation outside of the airplane.
Each door has a vent panel connected to the door handle. The vent is
designed to prevent pressurization to an unsafe level if the door is not fully
closed, latched, and locked. Forward rotation of the door handle past the
latched position closes the vent. Initial aft door handle rotation opens the
vent to equalize cabin and ambient pressure. At low differential pressure, the
door handle can be rotated to allow the door to open fully. At high
differential pressure, the vent can be partially opened; however, a mechanical
interlock prevents door opening until the differential pressure is reduced. At
very high differential pressure, the vent cannot be opened.
Passenger Entry Door Flight Lock
Each door handle is automatically locked when airspeed is greater than 80
knots. The flight lock allows limited door handle rotation sufficient to
partially open the door vent, but prevents door opening. If electrical power is
removed or fails, the flight lock is spring-loaded to the unlocked position.
Passenger Entry Door and Slide/Raft Operation
Emergency evacuation slide/raft and pneumatic door opening systems are
contained in each passenger entry door. Each door system has enough power
to open the door unassisted, even if the airplane is not level because of any
landing gear collapse condition. A slide/raft cover in the lower face of the
door contains the slide/raft.
The emergency door opening system is armed when the mode select lever is
in the arm position. This engages the door girt bar and arms both the
slide/raft and the emergency door opening systems. Once armed, moving the
interior door handle to the open position operates the pneumatic opening
actuator. The actuator drives the door open, and the slide/raft automatically
deploys and inflates.
AIRPLANE GENERAL
Sec. 6.1 Page 58
Rev. 11/01/01 #7
Continental
111
Flight Manual
The emergency door opening system and the slide/raft are automatically
disarmed when the door is opened from the outside. If the mode select lever
is in the arm position and the door is opened using the exterior door handle,
the mode select lever automatically moves to disarm and the door opens
without slide/raft deployment.
Slide/Raft Deployed
Door Frame
TYPICAL
INTERIOR
VIEW
Raft Deploy Controls and Instructions
For ditching use only
Lift flap - Pull handle
Manual Inflation Handle
Used to manually inflate the
slide/raft if the slide/raft does
not inflate automatically.
The B777 is equipped with 8 slide rafts with the following capacities:
Exit Location
Normal Capacity
Overload Capacity
1L/1R
65/65
81 /81
2L/2R
57/57
71/71 j
3L/3R
51/51
63/63 j
4L/4R
60/60
75/75 j
Totals
466
580
The overload capacity is calculated as the number of people inside the raft
and maintaining 6" of raft above the waterline.
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Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 59
Rev. 11/01/01 #7
Evacuation Slide/Rafts
7776050
AIRPLANE GENERAL
Sec. 6.1 Page 60
Rev. 11/01/01 #7
Continental
111
Flight Manual
Cargo Doors
There are three cargo doors; one forward, one aft, and one bulk. All three
cargo doors are located on the right side of the airplane. The cargo doors all
open upward. The forward and aft cargo doors open outward and the bulk
cargo door opens inward.
Both forward and aft cargo doors are normally operated electrically from an
exterior or interior fuselage-mounted control panel located with each door. A
control panel light indicates cargo door latching. Forward and aft cargo door
locking is accomplished manually. If necessary, the forward and aft cargo
doors may be operated manually.
The bulk cargo door is manually opened and closed, and is counterbalanced
for ease of operation.
FLIGHT DECK SEATS
The flight deck has three seat types:
• Pilot seats (Captain and First Officer)
• First Observer seat
• Second Observer seat.
Pilot Seats
The pilot seats:
• Recline
• Adjust vertically
• Adjust forward and aft
The seats also have:
• Adjust for thigh support
• Adjust for the lumbar region of
the back.
• Adjustable armrests • Lap belts
• Crotch straps • Adjustable headrests.
• Inertial-reel shoulder harnesses
with manual locks
The seats move outboard during the last two inches of aft travel. Electric and
manual controls provide forward, aft, and vertical adjustment. Manual levers
provide other adjustments.
Lumbar and thigh pad support can be adjusted using the adjustment hand
wheels. Armrest pitch can be adjusted using the control knob under the
armrest. The armrests can be stowed vertically for easier seat access.
Adjust the seat to obtain the optimum eye position as shown on the following
illustration.
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Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 61
Rev. 11/01/01 #7
Pilot Seat Adjustment
1 . Adjust the seat to the
upright position; sitting up
straight, looking straight
ahead.
' 3. Adjust the seat until:
• the top of the glareshield
appears as the edge of a
plane, and
• the crosshairs on the top of
the rudder pedal adjustment
crank housing line up with the
top of the control column. —
2. The control column
must be in the neutral
position.
7776052
Observer Seats
The first observer seat is pedestal-mounted. It adjusts manually in the
vertical, forward and aft directions. The seat has:
Lap belt
Adjustable headrest.
• A folding arm rest on the left side
• Crotch strap
• Inertial-reel shoulder harness with
manual locks
The second observer seat is not adjustable. The seat has:
• Folding arm rests
• Crotch strap
• Shoulder harness with manual
locks
Lap belt
Adjustable headrest.
AIRPLANE GENERAL
Sec. 6.1 Page 62 777
Rev. 11/01/01 #7 Continental Flight Manual
INTENTIONALLY LEFT BLANK
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Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 Page 63
Rev. 05/01/02 #8
EMERGENCY EQUIPMENT, DOORS, WINDOWS, EICAS
MESSAGES
Doors and Windows EICAS Messages
Message
Level
Aural
Condition
CONFIG DOORS
Siren
A door is not closed latched and locked
when either engine's thrust is in the
takeoff range on the ground.
DOOR AFT CARGO
Caution
Beeper
Cargo door is not closed and latched and
locked.
DOOR FWD CARGO
Caution
Beeper
Cargo door is not closed and latched and
locked.
DOOR BULK CARGO
Advisory
Bulk cargo door is not closed and latched
and locked.
DOOR E/E, FWD
ACCESS
AHvisnrv
Acrpss door is not rlospd and latchpd and
locked.
DOOR ENTRY
1-4L, R
AHvisorv
Pntrv door is not Hospd and latrhpd and
locked.
DOORS
Advisory
Two or more doors are not closed and
latched and locked.
DOORS AUTO
Memo
All passenger entry doors are in the
automatic mode.
DOORS
AUTO/MANUAL
Memo
Some passenger entry doors are in the
automatic mode and some are in the
manual mode.
DOORS MANUAL
Memo
All passenger entry doors are in the
manual mode.
WINDOW FLT DECK
L, R
Advisory
Side window is not closed and latched.
WINDOWS
Advisory
Left and right side windows are not closed
and latched.
AIRPLANE GENERAL
Sec. 6.1 Page 64
Rev. 11/01/01 #7
Continental
111
Flight Manual
Emergency Lights and Passenger Signs EICAS Messages
IV1 PCS SKIP
f -1 n n H i t\ n n
EMER LIGHTS
Advisory
Emergency lighting system has been
manually activated or emergency lights
switch is OFF.
NO SMOKING ON
Memo
NO SMOKING switch is in the on position.
PASS SIGNS ON
Memo
The NO SMOKING and SEAT BELTS
switches are in the on position.
SEATBELTS ON
Memo
The SEAT BELTS switch is in the on
position.
Oxygen System EICAS Messages
Message
Level
Aural
Condition
CREW OXYGEN
LOW
Advisory
Crew oxygen pressure is low.
PASS OXYGEN ON
Advisory
Passenger oxygen system is activated.
Ill
Flight Manual
Continental
AIRPLANE GENERAL
Sec. 6.1 LEP-1
Rev. 11/01/02 #9
LIST OF EFFECTIVE PAGES
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ANTI-ICE & RAIN
777 Sec. 6.3 TOC-1
Flight Manual Continental Rev. 11/01/00 #5
ANTI-ICE & RAIN SYSTEM
TABLE OF CONTENTS
ANTI-ICE & RAIN SYSTEM DESCRIPTION 1
INTRODUCTION 1
AUTOMATIC ICE DETECTION SYSTEM 1
ENGINE ANTI-ICE SYSTEM 2
Engine Anti-Ice System Automatic Operation 2
Engine Anti-Ice System Manual Operation 2
Engine Anti-Ice Leak Detection System 2
WING ANTI-ICE SYSTEM 3
Wing Anti-Ice System Automatic Operation 3
Wing Anti-Ice System Manual Operation 4
Wing Anti-Ice System Leak Detection System 4
Flight Deck Window Heat 6
Windshield Wipers 6
Probe Heat 6
CONTROLS AND INDICATORS 7
ANTI-ICE PANEL 7
WINDOW HEAT AND WIPER PANELS 8
ANTI-ICE EICAS MESSAGES 11
ANTI-ICE & RAIN
Sec. 6.3 TOC-2 777
Rev. 11/01/00 #5 Continental Flight Manual
INTENTIONALLY LEFT BLANK
ANTI-ICE & RAIN
777
Sec. 6.3 Page 1
Flight Manual
Continental
Rev. 11/01/00 #5
ANTI-ICE & RAIN SYSTEM DESCRIPTION
INTRODUCTION
The anti-ice and rain systems include:
Automatic ice detection
Flight deck window heat
• Engine anti-ice
• Wing anti-ice
Windshield wipers
Probe heat.
AUTOMATIC ICE DETECTION SYSTEM
The automatic ice detection system detects airplane icing in flight.
Automatic ice detection is inhibited on the ground. The system provides
signals to control the engine and wing anti-ice systems when those systems
are in the automatic mode.
The system consists of two ice detector probes, one on each side of the
forward fuselage. If the probes detect ice build-up they are automatically de-
iced.
When either probe detects ice build-up more than once, the engine anti-ice
valves automatically open (engine anti-ice selectors in auto) and the engine
cowl inlets are de-iced. When the probes detect ice build-up several times,
the wing anti-ice valves automatically open (wing anti-ice selector in auto)
and the wing leading edges are de-iced. When the system no longer detects
icing, all anti-ice valves automatically close.
ANTI-ICE & RAIN
Sec. 6.3 Page 2
Rev. 11/01/00 #5
Continental
111
Flight Manual
ENGINE ANTI-ICE SYSTEM
The engine anti-ice system uses engine bleed air to provide engine cowl inlet
ice protection. Engine anti-ice can be operated in flight or on the ground.
The engine anti-ice (eai) annunciation appears above the EICAS N l
indication when an engine anti-ice valve is open. The left and right engines
have identical, independent anti-ice systems. This allows the remaining
system to operate if one engine fails.
Engine Anti-Ice System Automatic Operation
In flight, when the engine anti-ice selector is in auto, engine anti-ice system
operation is automatic. When ice is detected, the engine anti-ice valves open
and bleed air is automatically supplied to the engine cowl inlets.
When ice is no longer detected, the engine anti-ice valves close and bleed air
is no longer supplied to the engine cowl inlets.
Engine Anti-Ice System Manual Operation
On the ground or in flight, turning the engine anti-ice selectors on allows
engine bleed air to anti-ice the engine cowl inlets. The selectors must be ON
for the engine anti-ice system to operate on the ground.
Engine Anti-Ice Leak Detection System
Each engine has a dual loop anti-ice system duct leak detection system. If an
anti-ice duct leak is detected, the affected engine anti-ice valve closes.
Ill
Flight Manual
Continental
ANTI-ICE & RAIN
Sec. 6.3 Page 3
Rev. 05/01/02 #8
WING ANTI-ICE SYSTEM
The wing anti-ice system provides bleed air to three midwing leading edge
slats on each wing. Wing anti-ice can be operated in flight only. It is
inhibited on the ground. If the total air temperature (TAT) is above 10°C,
both manual and automatic wing anti-ice operation is inhibited for five
minutes after takeoff. The inhibit is removed any time TAT drops below
10°C.
An additional wing anti-ice inhibit, independent of TAT, is active during the
takeoff phase of flight. Automatic wing anti-ice operation is inhibited for 10
minutes after takeoff. Manual wing anti-ice operation is not affected by this
inhibit.
The wing anti-ice (wai) annunciation is displayed below the EICAS Ni
indication when a wing anti-ice valve is open. If a bleed source is lost and
bleed duct isolation has not occurred, the isolation valves automatically open
to maintain anti-icing to both wings.
Wing Anti-Ice System Automatic Operation
In flight, when the wing anti-ice selector is in auto, wing anti-ice system
operation is automatic. When ice is detected, the wing anti-ice valves open
and bleed air is automatically supplied to the affected slats. When ice is no
longer detected, the wing anti-ice valves close and bleed air is no longer
supplied to the slats. If one wing anti-ice valve fails closed, the wing anti-ice
system automatically closes the other valve to prevent asymmetrical wing
anti-icing.
ANTI-ICE & RAIN
Sec. 6.3 Page 4
Rev. 11/01/00 #5
Continental
111
Flight Manual
Wing Anti-Ice System Manual Operation
In flight, turning the wing anti-ice selector on opens the wing anti-ice valve
in each wing, allowing bleed air to flow from the bleed air manifold to the
affected slats.
Wing Anti-Ice System Leak Detection System
Wing anti-ice system leak detection is accomplished by the bleed duct leak
and overheat detection system. Refer to Section 6.2, Air Systems, Bleed Air
System Description.
Ill
Flight Manual
Continental
ANTI-ICE & RAIN
Sec. 6.3 Page 5
Rev. 05/01/02 #8
ANTI-ICE SYSTEM SCHEMATIC
WING
AUTO
OFF I .ON
ANTI-ICE
L ENGINE R
AUTO AUTO
OFFJL.ON OFfl ON
L PACK
Cpf Z M |) CD
D UCT PR ESS
L ISLN C ISLN R
-e-
AIR CI.
dD-r-^
AIR C2
HYD<H HYD
APU
START
Engine Anti-Ice Valve
START
APU
R PACK
DU CT PR ESS
WAI
EAI
START RENG
Wing Anti-Ice Valve
ANTI-ICE & RAIN
Sec. 6.3 Page 6
Rev. 11/01/00 #5
Continental
111
Flight Manual
Flight Deck Window Heat
All flight deck windows are electrically heated. The forward windows have
exterior surface anti-icing, and exterior and interior surface anti-fogging
protection. The side windows have interior surface anti-fogging protection
only.
The window heat switches control heating for all flight deck windows. With
the switches on, window heat operates as soon as electrical power is
established. The windows are protected from thermal shock when the
switches are initially placed on.
A backup anti-fogging system for the forward windows operates
automatically if there is a primary window heat system failure.
Windshield Wipers
The rain removal system for the forward windows consists of wipers and a
hydrophobic coating on the windows.
The forward windows are equipped with independently controlled, two-speed
wipers. With a wiper selector in the off position, the respective wiper is off
and stowed.
Probe Heat
There are three pitot probes, one on the left and two on the right side of the
forward fuselage. On the ground with either engine operating, the probes are
automatically heated at reduced power to avoid overheating. In flight, they
are automatically heated at full power.
There is one total air temperature (TAT) probe, aft of the left pitot probe.
This probe is heated in flight only.
Two angle-of-attack (aoa) sensors, mounted aft of and above the pitot probes
on each side of the fuselage, are heated when either engine is operating.
Ill
Flight Manual
Continental
ANTI-ICE & RAIN
Sec. 6.3 Page 7
Rev. 11/01/00 #5
CONTROLS AND INDICATORS
ANTI-ICE PANEL
ANTI-ICE
OFF.
ON
L
AUTO
ENGINE
R
AUTO
OVERHEAD
PANEL
7778002
wing anti-ice Selector
OFF - Both wing anti-ice valves are commanded closed.
auto - In flight, both wing anti-ice valves are commanded opened or
closed automatically by the ice detection system.
ON - In flight, both wing anti-ice valves are commanded open.
® engine anti-ice Selectors
off - The engine anti-ice valve is commanded closed.
auto - In flight, the engine anti-ice valve is opened or closed
automatically by the ice detection system.
ON - The engine anti-ice valve is commanded open.
Note : If the eng anti-ice selector is in auto and the anti-ice valve is
commanded open, or if the selector is in ON, then approach idle
is selected by the EEC.
ANTI-ICE & RAIN
Sec. 6.3 Page 8
Rev. 11/01/00 #5
Continental
111
Flight Manual
WINDOW HEAT AND WIPER PANELS
WINDOW HEAT PANEL
OVERHEAD PANEL
7778003
® window heat Switches
ON - Window heat is applied to the selected windows.
inop (inoperative) illuminated (amber) -
• The switch is off,
• An overheat is detected, or
• A system fault has occurred.
Ill
Flight Manual
Continental
ANTI-ICE & RAIN
Sec. 6.3 Page 9
Rev. 11/01/00 #5
L WIPER
OFF
WIPER PANELS
R WIPER
OFF
HIGH
HIGH
OVERHEAD PANEL
7778004
wiper Selectors
off - The wiper is stowed at the base of the window.
int (intermittent) - The wiper operates intermittently.
low - The wiper operates at low speed.
high - The wiper operates at high speed.
ANTI-ICE & RAIN
Sec. 6.3 Page 10 777
Rev. 11/01/00 #5 Continental Flight Manual
INTENTIONALLY LEFT BLANK
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Flight Manual
Continental
ANTI-ICE & RAIN
Sec. 6.3 Page 11
Rev. 05/01/02 #8
ANTI-ICE EICAS MESSAGES
The following EICAS messages can be displayed.
Message
Level
Aural
Condition
ANTI-ICE ENG L, R
Advisory
Engine anti-ice valve remains closed
when commanded open.
ANTI-ICE LEAK
ENG L, R
Caution
Beeper
High temperature anti-ice bleed air
leak is detected in the affected
engine.
ANTI-IPF 1
ENG L, R
AHvi^nrv
Anti-irp hlpprl air fnr thip affprtpfl
engine is no longer available.
ANTI-ICE ON
Advisory
Any anti-ice selector is on, air
temperature is above 10 degrees C,
and ice is not detected.
ANTI-ICE WING
Advisory
One or both wing anti-ice valves has
failed closed.
HEAT PITOT C
Advisory
Center pitot probe heat is inoperative.
HEAT PITOT L
Advisory
Left pitot probe heat is inoperative.
HFAT PITOT 1 +P+R
Advi^orv
1 \\A v 1 0 \J 1 y
All nitot nrohe heate are inonerative
HEAT PITOT R
Advisory
Right pitot probe heat is inoperative.
ICE DETECTORS
Advisory
Ice detection has failed.
ICING ENG
Caution
Beeper
Ice is detected and one or both
engine anti-ice selectors are off.
ICING WING
Advisory
Ice is detected and wing anti-ice
selector is off, or ice is detected and
wing anti-ice takeoff inhibit is active.
WINDOW HEAT
Advisory
Two or more window heats are off on
the ground.
WINDOW HEAT L, R
FWD
Advisory
Primary window heat for the affected
forward window is off.
WINDOW HEAT L, R
SIDE
Advisory
Window heat for the affected side
window is off.
ANTI-ICE & RAIN
Sec. 6.3 Page 12 777
Rev. 11/01/00 #5 Continental Flight Manual
INTENTIONALLY LEFT BLANK
Ill
Flight Manual
Continental
ANTI-ICE & RAIN
Sec. 6.3 LEP-1
Rev. 05/01/02 #8
LIST OF EFFECTIVE PAGES
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DATE
Asterisk indicates page(s) revised or added by the current revision.
AUTO FLIGHT
777 Sec. 6.4 TOC-1
Flight Manual Continental Rev. 11/01/00 #5
AUTO FLIGHT SYSTEM
TABLE OF CONTENTS
AUTO FLIGHT SYSTEM DESCRIPTION 1
INTRODUCTION 1
AUTOPILOT FLIGHT DIRECTOR SYSTEM 1
MCP Mode Selection 2
Autopilot Engagement 3
Autopilot Disengagement 3
AFDS Failures 4
Flight Director Display 4
AFDS Status Annunciation 6
AFDS Flight Mode Annunciations (FMA) 6
AUTOTHROTTLE SYSTEM 12
Autothrottle Thrust Lever Operation 12
Autothrottle Disconnect 13
AUTO FLIGHT OPERATIONS 14
Auto Flight Takeoff and Climb 14
Auto Flight Takeoff Profile 17
Auto Flight En Route 18
Auto Flight Approach and Landing 18
AUTO FLIGHT APPROACH PROFILE 21
Go-Around 22
Auto Flight Windshear Recovery 25
Flight Envelope Protection 25
CONTROLS AND INDICATORS 27
MODE CONTROL PANEL (MCP) 27
Autopilot Flight Director System Controls 27
Autopilot Flight Director Vertical Speed (V/S) and
Flight Path Angle (FPA) Controls 40
Autopilot Flight Director Altitude Controls 42
Autopilot Flight Director Approach Mode Controls 45
PFD Flight Mode Annunciations (FMAs) 48
Autopilot Disconnect Switch 50
TO/GA and Autothrottle Disconnect Switches 51
Auto Flight EICAS Messages 53
AUTO FLIGHT
Sec. 6.4 TOC-2 777
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INTENTIONALLY LEFT BLANK
AUTO FLIGHT
777 Sec. 6.4 Page 1
Flight Manual Continental Rev. 11/01/01 #7
AUTO FLIGHT SYSTEM DESCRIPTION
INTRODUCTION
The automatic flight control system consists of the Autopilot Flight Director
System (AFDS) and the autothrottle system. The AFDS is controlled using
the Mode Control Panel (MCP) and the Flight Management Computer
(FMC). The autothrottle is controlled through the MCP and the FMC.
Normally, the AFDS and autothrottle are controlled automatically by the
FMC to perform climb, cruise, descent, and approach flight path guidance.
AUTOPILOT FLIGHT DIRECTOR SYSTEM
The AFDS consists of three Autopilot Flight Director Computers (AFDCs)
and the MCP.
The MCP provides control of the autopilot, flight director, altitude alert, and
autothrottle systems. The MCP is used to arm or engage AFDS modes, and
establish altitudes, speeds, and climb/descent profiles.
The AFDCs provide control of the flight directors, and autopilot. Flight
director information is displayed on the Primary Flight Displays (PFDs). The
AFDS does not have servos to move the primary flight control surfaces. The
autopilot controls the elevators, ailerons, flaperons, and spoilers through the
Primary Flight Computers (PFCs), Actuator Control Electronics (ACEs), and
Power Control Units (PCUs). Autopilot rudder commands are added only
during an autopilot approach and landing. The autopilot controls nose wheel
steering during rollout after an automatic landing.
The AFDS autopilot commands go to the PFCs through the flight control
AIRINC 629 buses. The PFCs select which signal to use. If an input is not
valid it is removed from the computation. This process is called "Mid- Value
Selection" and "Voting."
The PFCs process and change the autopilot commands to surface commands.
The surface commands from the PFCs go to the ACEs then to the PCUs to
move the flight control surfaces.
The PFCs send backdrive commands to the AFDCs to operate the backdrive
actuators. The backdrive actuators move the control columns, control wheels
and rudder pedals to a position that represents the autopilot command.
Transducers on the column, wheel and rudder pedals supply position
feedback to the PFCs through the ACEs.
AUTO FLIGHT
Sec. 6.4 Page 2 777
Rev. 11/01/01 #7 Continental Flight Manual
Note : There are 6 backdrive actuators; one for each of the control columns,
control wheels and rudder pedals. Three left backdrive actuators are
controlled by the left autopilot and control the left control column,
wheel and rudder pedals. Three right backdrive actuators are
controlled by the right autopilot and control the right control
column, wheel and rudder pedals.
All 6 backdrive actuators operate in the approach mode (land 3 or
land 2). When not in the approach mode only 2 backdrive actuators
(column and wheel) operate for the controlling autopilot (left or
right).
The AFDS does not control the horizontal stabilizer. Pitch trim control is
from the primary flight control system.
MCP Mode Selection
MCP mode switches are used to select automatic flight control and flight
director modes. A light in the lower half of each switch illuminates to
indicate that the mode is selected. Mode engagement is indicated by the PFD
roll and pitch flight mode annunciations. Autothrottle modes are discussed
later in this section.
Most modes engage with a single push. These modes include:
Flight Level Change (flch spd) • Track Select (trk sel)
Heading Hold (hdg hold) • Vertical Speed (v/s)
Track Hold (trk hold) • Flight Path Angle (fpa)
Heading Select (hdg sel) • Altitude hold (alt).
Other modes arm or engage with a single push. These modes are:
• Lateral Navigation (lnav) • Localizer (loc)
• Vertical Navigation (vnav) • Approach (app).
All modes except app (below 1 ,500 feet Radio Altitude (RA) with loc and g/s
captured) can be disengaged by selecting another mode. All modes can be
disengaged by disconnecting the autopilot and turning both flight directors
off. After localizer and glideslope capture, the localizer and glideslope modes
can only be disengaged by disconnecting the autopilot and turning both flight
directors off, engaging the go-around mode, or if above 1,500 feet RA, by
reselecting app (roll and pitch will revert to default modes; for roll either att
or hdg hld/trk hld, for pitch either vs or fpa). The vnav, lnav, loc and app
modes can be disarmed by pushing the mode switch a second time.
AUTO FLIGHT
777 Sec. 6.4 Page 3
Flight Manual Continental Rev. 11/01/01 #7
Desired target values can be selected on the MCP for:
• Airspeed • Vertical speed
• MACH • Flight path angle
• Heading • Altitude.
• Track
All of these parameters except vertical speed and flight path angle can be
preselected prior to autopilot or flight director engagement.
Autopilot Engagement
There are two autopilot engage switches on the MCP. The autopilot is
engaged by pushing either switch. All available autopilot channels engage;
however, only the left or right autopilot controls the aircraft. During an
approach, after land 3 or land 2 is annunciated, both the left and right
autopilots control the aircraft. The center autopilot compares the signals from
the left and right autopilots and is used as a voter when all signals are not the
same.
Autopilot Disengagement
Normal autopilot disengagement is through either control wheel autopilot
disconnect switch. The autopilots can also be disengaged by:
• The MCP autopilot disengage bar, or
• Overriding with the control column, control wheel, or rudder pedals
(Rudder pedals will only disengage the autopilots with land 2 or land 3
annunciated).
Note : Override force on the control wheel is 27 lbs., the control
column is 50 lbs. In Autoland the control wheel is 49 lbs., the
control column is 81 lbs. and the rudder is 186 lbs.
AUTO FLIGHT
Sec. 6.4 Page 4
Rev. 11/01/01 #7
Continental
111
Flight Manual
AFDS Failures
During autopilot operation, failures affecting the engaged mode are
annunciated on the PFD. If the failure affects only the operating mode:
• The autopilot remains engaged in an attitude stabilizing mode
• An amber line is drawn through the mode
• The EICAS caution message autopilot is displayed.
Failures affecting all autopilot modes result in an autopilot disconnect. The
EICAS warning message autopilot disc is displayed if the autopilot is
manually or automatically disconnected. Depending on the system failure, it
may be possible to re-engage an autopilot by pushing the autopilot engage
switch.
Flight Director Display
The flight director steering indications (Pitch and Roll Bars) are normally
displayed any time the related flight director switch is on.
The steering indications are also displayed when the related flight director
switch is off and a to/ga switch is pushed, if airspeed is greater than 80 knots
and the leading edge slats are not retracted. In this case, the flight director
display can be removed by cycling the respective flight director switch on and
then off.
A flight director mode failure, in either pitch or roll, causes the respective
steering bars to disappear. The stall and overspeed protection functions will
also cause the flight director pitch bar to disappear.
Ill
Flight Manual
Continental
AUTO FLIGHT
Sec. 6.4 Page 5
Rev. 11/01/00 #5
A/T AMI IAS(0)MCH
©© I »• B B B I
®
: BBB
-BBBB BBBBB
I
AUTO— DfSELlB
(g)
FMS
CDUs
AFDS
Fly By Wire
Flight Control
System
I
L
AFDC
•
C
AFDC
tft
ACEs
PFCs
1
R
AFDC
PCUs
FLIGHT CONTROL SURFACES
AUTOPILOT FLIGHT DIRECTOR SYSTEM SCHEMATIC
AUTO FLIGHT
Sec. 6.4 Page 6
Rev. 11/01/00 #5
Continental
111
Flight Manual
AFDS Status Annunciation
The following AFDS status annunciations are displayed just above the PFD
attitude display:
• flt dir (the flight director is ON and the autopilots are not engaged)
• a/p (the autopilots are engaged)
The following are Autoland status annunciations:
• land 3 (three autopilots are engaged and all triple redundant systems are
operating normally for an automatic landing)
• land 2 (system triple redundancy is reduced; or in some cases, only two
autopilots are available)
• no autoland (the AFDS is unable to make an automatic landing).
With a land 3 indication, the autopilot system level of redundancy is such
that a single fault cannot prevent the autopilot system from making an
automatic landing (fail operational).
With a land 2 indication, the level of redundancy is such that a single fault
cannot cause a significant deviation from the flight path (fail passive).
An EICAS message is displayed for any fault which limits the capability of
the automatic landing system. Aural alerts for EICAS messages not affecting
safety of flight are inhibited until after touchdown. Changes in autoland
status below 200 feet, other than a transition to no autoland status, are
inhibited.
AFDS Flight Mode Annunciations (FMA)
The flight mode annunciations are displayed just above the PFD AFDS status
annunciations. The mode annunciations, from left to right, are:
• Autothrottle
• Roll
• Pitch.
Engaged or captured modes are shown at the top of the flight mode
annunciator boxes in large green letters. Armed modes (except for to/Ga) are
shown in smaller white letters at the bottom of the flight mode annunciator
boxes.
Ill
Flight Manual
Continental
AUTO FLIGHT
Sec. 6.4 Page 7
Rev. 11/01/00 #5
Autothrottle Modes
The autothrottle modes are:
• thr - The autothrottle applies thrust to maintain the vertical speed
required by the pitch mode.
• thr ref - Thrust is set to the selected thrust limit displayed on EICAS.
• idle - Displayed while the autothrottle moves the thrust levers to idle;
required by the pitch mode, idle mode is followed by hold mode.
• hold - The thrust lever autothrottle servos are inhibited. The pilot can
set the thrust levers manually.
• spd - The autothrottle maintains the selected speed displayed on the pfd.
Speed can be set by the MCP ias / mach selector or by the FMC, as shown
on the Control Display Unit (CDU) CLIMB, CRUISE, or DESCENT
page. The autothrottle will not exceed the V M o / M M o, flap / slat or gear
operating speed limits or the thrust limits displayed on the EICAS.
Note : Autothrottles will provide minimum speed protection.
Roll Modes
The roll modes are:
TO/GA -
• On the ground, with both flight directors OFF, TO/GA is engaged by
selecting either flight director switch on or when a to/ga switch is
pushed with airspeed greater than 80 KTS. to/ga roll guidance is wings
level at lift-off until 5 feet RA then it maintains ground track.
• In flight, to/ga is armed when the leading edge slats are extended or at
glideslope capture. There is no flight mode annunciation for to/ga
armed in flight, to/ga is engaged in flight by pushing a to/ga switch.
The AFDS maintains the ground track present at mode engagement.
LNAV -
• lnav (armed) - lnav is armed to engage when parameters are met.
• lnav (engaged) - lnav engages if above 50 feet RA, and within 2 1/2 NM
of the active route leg. The AFDS follows the active leg displayed on the
ND.
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HDG -
• hdg SEL (engaged) - The airplane is turning to, or is on the heading
selected in the MCP heading / track window.
• hdg hold (engaged) - The AFDS holds the present heading. If turning,
the AFDS holds the heading reached after rolling wings level.
TRK -
• trk sel (engaged) - The airplane is turning to, or is on the track selected
in the MCP heading / track window.
• trk hold (engaged) - The AFDS holds the present track. If turning, the
AFDS holds the track reached after rolling wings level.
att (engaged) - When the autopilot is first engaged or the flight director is
first turned on in flight; or when the approach mode is disengaged by
reselecting app after loc capture (above 1500 feet RA).
• If bank angle is greater than 30 degrees - The AFDS returns to 30
degrees of bank.
• If bank angle is between 30 degrees and 5 degrees - The AFDS holds the
bank angle.
• If bank angle is 5 degrees or less - The AFDS commands wings level
(and annunciates hdg hld or trk hld).
Note : The AFDS holds the heading (or track, if selected) it sees as it
passes through 3 degrees.
loc -
• LOC (armed) - The AFDS captures the localizer when within range and
within 120 degrees of the localizer track.
• loc (engaged) - The AFDS follows the selected localizer course.
rollout -
• rollout (armed) - Displayed below 1500 feet RA and engages about 2
feetRA.
• rollout (engaged) - After touchdown, the AFDS uses rudder and
nosewheel steering to keep the airplane on the localizer centerline.
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AUTO FLIGHT
Sec. 6.4 Page 9
Rev. 11/01/00 #5
Pitch Modes
The pitch modes are:
TO/GA -
On the ground, with both flight directors off, to/ga is engaged by selecting
either flight director switch on or by pushing either to/ga switch with
airspeed greater than 80 knots. The flight director PFD pitch bar indicates
an initial pitch of eight degrees up.
After takeoff, if the climb rate is below 600 FPM, the AFDS pitch command
is to hold attitude. For climb rates between 600 FPM and 1200 FPM, the
AFDS pitch command is a mix of airspeed and attitude. For climb rates
above 1200 FPM, the AFDS pitch command is a target airspeed of:
• V 2 plus 15 knots, or
• If current airspeed remains above the target speed for 5 seconds, the
target airspeed is reset to current airspeed, to a maximum of V 2 plus 25
knots, or
• The IAS / MACH window speed if the IAS / MACH window speed is
changed to a speed greater than the target speed.
Note : The AFDS uses the speed set in the IAS / MACH window prior
to takeoff for V 2 .
If an engine fails during takeoff, the AFDS pitch command is a
mix of airspeed and attitude for climb rates below 1200 FPM.
For climb rates above 1200 FPM the AFDS pitch command is a
target airspeed of:
• V 2 , if airspeed is below V 2 , or
• Existing speed, if airspeed is between V 2 and V 2 + 15, or
• V 2 + 15, if airspeed is above V 2 + 15.
In phases of flight other than takeoff, TO/GA is armed whenever the leading
edge slats are not retracted, or at glideslope capture. There is no
annunciation for to/ga armed.
If a go-around is initiated, the commanded speed is the MCP IAS / MACH
window speed or current airspeed, whichever is higher, to a maximum of the
IAS / MACH window speed plus 25 knots. GA is displayed as the thrust limit
on the primary EICAS engine display.
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VNAV -
vnav is armed by pushing the vnav switch (the switch bar light is displayed
and vnav is annunciated on the PFD pitch mode annunciator in small white
characters below the current pitch mode).
vnav engages 400 feet above runway elevation after takeoff, if armed, vnav
engages in the appropriate vnav mode as required to maintain the current
flight path:
• vnav spd (engaged) - The AFDS maintains the FMC speed displayed on
the PFD airspeed indicator. The PFD airspeed indicator displays MCP
IAS / MACH window airspeed or (if window blank) CDU CLIMB or
DESCENT page speed.
• vnav pth (engaged) - The AFDS maintains FMC / CDU altitude or
descent path with pitch commands.
Note : If the MCP altitude window is set to the current cruise altitude
as the airplane approaches the top of descent, the CDU
scratchpad message reset mcp alt displays.
• vnav alt (engaged) - When a conflict occurs between the VNAV profile
and the MCP altitude, the airplane levels and the pitch flight mode
annunciation becomes vnav alt. vnav alt maintains altitude. To
continue the climb or descent, change the MCP altitude and push the
altitude selector or change the pitch mode.
v/s (engaged) - Pushing the MCP vs/fpa switch, opens the vertical speed
window to display the current vertical speed. Pitch commands maintain the
rate of climb or descent selected in the vs/fpa window.
fpa (engaged) - Pushing the MCP vs/fpa switch opens the flight path angle
window to display the current flight path angle. Pitch commands maintain
the flight path angle selected in the vs/fpa window.
flch spd (engaged) - Pushing the MCP flcfi switch opens the IAS / MACH
window (if blanked). Pitch commands maintain IAS / MACH window
airspeed or MACH.
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alt (engaged) - Altitude hold mode is engaged by:
• Pushing the MCP altitude hold switch, or
• Capturing the selected altitude from a V/S, FPA, or FLCH climb or
descent.
G/s (engaged) - The AFDS follows the ILS glideslope.
flare (armed) - During an autoland, flare is displayed below 1,500 feet RA.
flare (engaged) - During an autoland, flare engages between 60 and 40 feet
RA. flare accomplishes the autoland flare maneuver so the AFDS can
transition to the rollout mode.
AUTO FLIGHT
Sec. 6.4 Page 12
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AUTOTHROTTLE SYSTEM
The autothrottle system provides automatic thrust control from takeoff
through landing.
Autothrottle operation is controlled from the MCP and the CDUs. The MCP
provides mode and speed selection. The CDU provides FMC thrust reference
mode selection. When the vnav mode is selected, the FMC selects the
autothrottle modes and target thrust values. Refer to Section 6.1 1, Flight
Management, Navigation, for FMS and CDU operation.
The autothrottle can be operated without using the flight director or the
autopilot. In this condition, the autothrottle operates in either the thr ref,
spd, hold or idle modes.
If the autothrottle is used during a manual landing, thrust is automatically
reduced to idle at 25 feet RA if the pitch mode is vnav spd, vnav pth, v/s, fpa,
or G/S. The autothrottle does not automatically retard if the pitch mode is
to/ga or FLCH.
The autothrottle can be manually overridden at any time. It can be
disconnected by pushing either thrust lever autothrottle disconnect switch.
The autothrottle can be re-engaged by pushing the MCP a/t switch, selecting
flch or vnav, or pushing a to/ga switch.
The EICAS advisory message autothrottle l or r is displayed when the
respective autothrottle servo fails. If the autothrottle is engaged and only one
autothrottle is armed, the PFD autothrottle flight mode annunciation displays
l or r preceding the mode. For example, l spd indicates only the left
autothrottle is engaged in the speed mode.
Autothrottle Thrust Lever Operation
The autothrottle system moves either or both thrust levers to provide speed or
thrust control, depending on the mode engaged.
The thrust levers can be manually positioned without disengaging the
autothrottle. After manual positioning, the autothrottle system repositions
the thrust levers to comply with the engaged mode. The autothrottle system
does not reposition the thrust levers while in the hold mode.
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AUTO FLIGHT
Sec. 6.4 Page 13
Rev. 11/01/00 #5
Autothrottle Disconnect
The autothrottle system can be disconnected manually by positioning both
the MCP a/t arm switches to off or by pushing either thrust lever autothrottle
disconnect switch. The left or right autothrottle can be disconnected by
positioning the respective a/t arm switch to off.
Autothrottle disconnect occurs automatically:
• If a fault in the engaged autothrottle mode is detected
• When either reverse thrust lever is raised to reverse idle
• If the thrust levers are overridden during a manual landing, after the
autothrottle has begun to retard the thrust levers to idle
• When both engines are shut down.
The EICAS caution message autothrottle disc is displayed and an aural
alert sounds when the autothrottle is manually or automatically disconnected.
The EICAS caution message and aural alert are inhibited if the disconnect
occurs because of reverse thrust.
AUTO FLIGHT
Sec. 6.4 Page 14
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Flight Manual
AUTO FLIGHT OPERATIONS
Auto Flight Takeoff and Climb
Takeoff is a flight director only function of the takeoff / go-around (to/Ga)
mode. The autopilot may be engaged after takeoff.
During preflight:
• With the autopilot disengaged and both flight director switches off,
engagement of TO/GA roll and pitch mode occurs when the first flight
director switch is positioned ON.
• The PFD displays flt dir as the AFDS status and to/GA as the pitch and
roll flight mode annunciations.
• The pitch command is a fixed attitude (about eight degrees up).
• The roll command is wings level.
During takeoff prior to lift-off:
• With speed less than 50 KIAS, pushing a to/ga switch engages the
autothrottle in the thrust reference (thr ref) mode. The thrust levers
advance to the selected thrust limit.
Note : If the autothrottle is not engaged by 50 knots, it cannot be
engaged until above 400 feet AGL.
• At approximately 80 knots, the autothrottle mode annunciation changes
tO HOLD.
• With speed greater than 80 knots, pushing a TO/GA switch disarms lnav
and vnav.
• During takeoff, the FMC records the barometric altitude as the airplane
accelerates through 100 knots. This altitude is used to engage vnav,
enable autothrottle activation (if not active), command acceleration for
flap retraction, and set climb thrust if an altitude has been selected.
Note : Radio altitude is used for engagement of lnav.
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777 Sec. 6.4 Page 15
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At lift-off:
• If the climb rate is above 1200 FPM the pitch command target speed is
V 2 + 15. If current airspeed remains above the target speed for 5
seconds, the target airspeed is reset to current airspeed (limited to a
maximum of V 2 + 25).
• If an engine failure occurs on the ground, the pitch command target
speed at lift-off is V 2 or airspeed at lift-off, whichever is greater.
• The roll command maintains ground track above 5 feet RA.
After lift-off:
• If an engine failure occurs and the climb rate is above 1200 FPM, the
pitch command target speed is:
• V 2 , if airspeed is below V 2
• Existing speed, if airspeed is between V 2 and V 2 + 15
• V 2 + 15, if airspeed is above V 2 + 15.
• If a to/ga switch is pushed:
• Reduced thrust takeoff is removed (maximum takeoff power is
selected).
• The autothrottle engages in thr ref.
• Disarms AFDS modes.
• At 50 feet RA, lnav engages, if armed. Roll commands bank to track the
active route.
• At 400 feet above runway elevation, vnav engages, if armed. Pitch
commands the current airspeed. The autothrottle sets the selected
reference thrust and annunciates thr ref.
• At acceleration height, pitch commands speed to 5 knots below takeoff
flap placard speed. As flaps are retracted, pitch commands an
acceleration to 5 knots below the placard speed of the commanded flap
position.
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Sec. 6.4 Page 16 777
Rev. 11/01/00 #5 Continental Flight Manual
• When flaps are up, pitch commands an acceleration to vnav climb speed.
VNAV climb speed is:
• 250 knots, or
• Vref 30 + 80 knots for engine out.
• At thrust reduction point (either an altitude or a flap position), the FMC
changes the thrust limit to the armed climb limit (clb, clb 1, or clb 2).
The TO/GA mode is terminated by selecting any other pitch and roll mode;
automatic lnav/vnav engage terminates to/ga mode.
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AUTO FLIGHT
Sec. 6.4 Page 17
Rev. 11/01/00 #5
Auto Flight Takeoff Profile
THR REF LNAV VNAV SPD
A/P
|THR REFj
LNAV
|VNAV SPD|
FLT DIR
HOLD
| LNAV |
TO/GA
VNAV
FLT DIR
HOLD |
TO/GA
TO/GA
LNAV
VNAV
FLT DIR
|THR REFJ
TO/GA
TO/GA
LNAV
VNAV
FLT DIR
1 ,000 feet RA
A/P engage
switch push -
A/P engages
400 feet above
runway
elevation -
VNAV engages
and autothrottlc
THR REF
engages.
50 feet radio
altitude -
LNAV engages
80 knots -
autothrottle
HOLD engages
VNAV/LNAV
armed - push
TO/GA
switch (es)
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AUTO FLIGHT
Sec. 6.4 Page 18
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Auto Flight En Route
The autopilot and/or the flight director can be used after takeoff to fly a
lateral navigation track (lnav) and a vertical navigation track (vnav) provided
by the FMS. Using lnav and vnav ensures the most economical operation.
Other roll modes available are:
• Heading Hold (hdg hold) • Track Hold (trk hold)
• Heading Select (hdg sel) • Track Select (trk sel).
Other pitch modes available are:
• Altitude hold (alt) • Vertical Speed (v/s)
• Flight level change (flch spd) • Flight Path Angle (fpa).
Profile illustrations show the use of lnav and vnav.
Auto Flight Approach and Landing
The AFDS provides autopilot guidance for precision approaches.
Pushing the app switch arms the localizer roll mode and the glideslope pitch
mode.
Pushing the loc switch arms the AFDS for localizer tracking. Descent on
the localizer can be accomplished using vnav, v/s, flch, or fpa pitch modes.
The localizer mode cannot capture if the intercept angle exceeds 120 degrees.
All other non-precision approaches can be flown using lnav and vnav
modes, or hdg sel, trk sel, v/s, or fpa modes.
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AUTO FLIGHT
Sec. 6.4 Page 19
Rev. 11/01/00 #5
Runway Alignment
Runway alignment is a submode of the approach mode. With crosswinds,
the crab angle is reduced at touchdown. Runway alignment also
compensates for a single engine approach.
For crosswinds requiring more than 10 degrees of crab angle, runway
alignment occurs at 500 feet AGL. A sideslip of 5 degrees is established to
reduce the crab angle. This configuration is maintained until touchdown.
The airplane lands with the upwind wing low.
For crosswinds requiring a crab angle of between 5 and 10 degrees, an initial
alignment occurs at 500 feet AGL, followed by a second alignment at 200
feet AGL. The initial alignment initiates a sideslip to reduce the crab angle
to 5 degrees. This configuration is maintained to 200 feet AGL, where a
second sideslip alignment increases the sideslip to further reduce the
touchdown crab angle.
For crosswinds requiring a crab angle of less than 5 degrees, no runway
alignment occurs until 200 feet AGL, where a sideslip is introduced to align
the airplane with the runway.
If an engine fails prior to the approach, the AFDS introduces a sideslip at
1,300 feet AGL. This establishes a wings level configuration. If an engine
fails during the approach, the wings level configuration is established when
the engine failure is detected.
In the event of moderate or strong crosswinds from the side opposite the
failed engine, no wings level sideslip is commanded, since the airplane is
already banked into the wind.
AUTO FLIGHT
Sec. 6.4 Page 20
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Flare
The flare mode brings the airplane to a smooth automatic landing
touchdown. The flare mode is not intended for single autopilot or flight
director only operation.
Flare is armed when land 3 or land 2 is annunciated on the PFDs. Between
approximately 60 feet and 40 feet RA altitude, the autopilots start the flare
maneuver, flare replaces the G/S pitch flight mode annunciation.
During flare:
• At 25 feet RA altitude, the autothrottle begins retarding the thrust levers
to idle
• The pfd autothrottle annunciation changes from spd to idle
• At touchdown, the flare annunciation is no longer displayed, and the
nose is lowered to the runway.
Rollout
Rollout provides localizer centerline rollout guidance. Rollout is armed
when land 3 or land 2 is annunciated on the PFDs.
About 2 feet RA, rollout engages, rollout replaces the loc roll mode
annunciation.
The autopilot controls the rudder and nose wheel steering to keep the
airplane on the localizer centerline.
During rollout, the autothrottle idle mode remains engaged until the
autothrottle is disengaged.
Rollout guidance continues until the autopilots are disengaged.
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AUTO FLIGHT
Sec. 6.4 Page 21
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AUTO FLIGHT
Sec. 6.4 Page 22 777
Rev. 11/01/00 #5 Continental Flight Manual
Go-Around
Go-around is engaged by pushing either to/GA switch. The mode remains
engaged even if the airplane touches down while executing the go-around.
to/ga is armed when leading edge slats are extended or the glideslope is
captured.
If the flight director switches are not on, the flight director bars are
automatically displayed if either to/ga switch is pushed.
The to/ga switches are inhibited below 2 feet RA on landing. The to/ga
switches are enabled again three seconds after radio altitude increases
through 5 feet for a rejected landing or touch and go.
With the first push of either to/ga switch:
• The PFDs display roll and pitch guidance to fly the go-around
• The autothrottle engages in thrust (thr) mode for a 2,000 FPM climb
• The AFDS maintains the ground track present at mode engagement.
• The AFDS increases pitch to hold the selected speed as thrust increases
• If current airspeed remains above the target speed for 5 seconds, the
target airspeed is reset to current airspeed, (to a maximum of the IAS /
MACH window speed plus 25 knots).
With the second push of either to/ga switch:
• The autothrottle engages in the thrust reference (thr ref) mode for full
go-around thrust.
to/ga level-off:
• At the selected altitude, the AFDS pitch mode changes to altitude hold
(ALT)
• If altitude is captured, or if V/S or FPA is engaged, MCP speed is
automatically set to:
• The flap placard speed minus 5 knots,
• 250 knots if flaps are up,
• Vref 30 + 80 knots for engine out, or
• A speed value entered in the IAS / MACH window after to/ga was
pushed.
• Go-around remains the engaged roll mode until another mode is
selected.
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777 Sec. 6.4 Page 23
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to/GA mode termination:
• Below 400 feet RA, the AFDS remains in the go-around mode unless the
autopilot is disconnected and both flight directors are turned off
• Above 400 feet RA, select a different MCP pitch or roll mode.
Note : The demonstrated altitude loss during an automatic go-around
initiated below 100 feet AGL is:
GA Altitude Altitude Loss
100 to 50 feet 27 feet
40 feet 22 feet
30 feet 20 feet
20 feet 10 feet
10 feet 5 feet
AUTO FLIGHT
Sec. 6.4 Page 24
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7779004
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AUTO FLIGHT
Sec. 6.4 Page 25
Rev. 11/01/00 #5
Auto Flight Windshear Recovery
The AFDS provides windshear recovery guidance by means of the normal
go-around pitch and roll modes. Go-around is engaged by pushing a to/ga
switch. The AFDS commands a pitch-up of 15 degrees or slightly below the
pitch limit, whichever is lower.
As rate of climb increases, the AFDS transitions from pitch to airspeed
control. The target airspeed is IAS / MACH window airspeed or current
airspeed, whichever is greater when to/ga is engaged. If current airspeed
remains above the selected speed for 5 seconds, the selected airspeed is reset
to current airspeed, (to a maximum of the IAS / MACH window speed plus
25 knots).
If the autopilot is not engaged when go-around is initiated, the pilot must fly
the windshear recovery following the flight director commands. If the
autothrottle is not armed, the thrust levers must be advanced manually.
Flight Envelope Protection
There are three forms of flight envelope protection in the autopilot:
• Stall protection,
• Overspeed protection, and
• Roll envelope bank angle protection.
An autopilot caution message and roll or pitch mode failures alert the pilot
if the envelope is exceeded, and the autopilot prevents further envelope
violations.
Refer to Section 6.9, Flight Controls, for a description of flight envelope
protection.
AUTO FLIGHT
Sec. 6.4 Page 26 777
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INTENTIONALLY LEFT BLANK
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AUTO FLIGHT
Sec. 6.4 Page 27
Rev. 11/01/00 #5
CONTROLS AND INDICATORS
MODE CONTROL PANEL (MCP)
A/T ARH I*S(0)MMH
pq| ESgg p* s B B B |
1 BBS
■BBBB BBBBB
!
FLCH || K/P DlgWyg || HOLD ||
OWN -
i;
F/DON
GLARESHIELD PANEL
Autopilot Flight Director System Controls
Mode Control Panel (MCP)
7779006
Autopilot (a/p) Engage Switches (2)
Push (either switch can engage the autopilot) -
• If either flight director switch is on, the autopilot engages in the
selected flight director mode(s).
• If both flight director switches are off, the autopilot engages in
default modes:
• Vertical speed (v/s) or flight path angle (fpa) as the pitch mode.
• Attitude hold (att) heading or track hold (hdg hld/trk hld) as
the roll mode.
AUTO FLIGHT
Sec. 6.4 Page 28
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Autopilot Engaged Light (green)
Illuminated - All operating autopilots are engaged.
Autopilot (a/p) Disengage Bar
Pull down -
• Prevents autopilot engagement
• Generates EICAS advisory message no autoland
• Disables bank angle protection
• Exposes the amber and black stripes
• If an autopilot is engaged:
• It disconnects
• Displays the EICAS warning message autopilot disc
• Sounds an aural warning
• Illuminates the master warning lights.
Lift up -
• Permits autopilot engagement
• Hides the amber and black stripes.
Flight Director (f/d) Switches (2)
The left flight director switch activates the flight director steering
indications (Pitch and Roll Bars) on the left PFD. The right flight
director switch activates the flight director steering indications on the
right PFD.
ON
On the ground with both flight director switches OFF, the first flight
director switch positioned ON arms the flight director in the takeoff
(to/Ga) roll and pitch modes, and displays the flight direction
steering indications on that PFD. The flight mode annunciation
(TO/GA)appears on both PFDs. Positioning the second switch on
displays the flight direction steering indications on the second PFD.
In flight, with the autopilot disengaged and both flight director
switches off, the first flight director switch positioned to on engages
the flight director in default modes:
AUTO FLIGHT
777 Sec. 6.4 Page 29
Flight Manual Continental Rev. n/oi/oo #5
• Vertical speed (v/s) or flight path angle (fpa) as the pitch mode.
• Attitude hold (att), heading or track hold (hdg/trk hld) as the
roll mode.
• In flight, with the autopilot engaged and both flight director
switches off, the first flight director switch positioned to on engages
the flight director in the currently selected autopilot mode(s).
off -
• The flight director steering indications are not displayed on the
PFD.
• The flight director steering indications are displayed on the PFD if a
TO/GA switch is pushed when airspeed is greater than 80 knots on
takeoff, or on a go-around with the leading edge slats extended.
AUTO FLIGHT
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AUTOTHROTTLE SYSTEM CONTROLS
Autothrottle (a/t) arm Switches (2)
The left autothrottle arm switch controls the left engine autothrottle.
The right autothrottle arm switch controls the right engine autothrottle.
L and/or R - Arms the selected autothrottle for mode engagement. The
selected autothrottle engages automatically when an AFDS mode (vnav,
flch, or to/ga) is selected.
off -
• Disconnects the selected autothrottle, and
• Prevents selected autothrottle engagement.
© Climb/Continuous (clb/con) Thrust Switch
On the ground and below 400 feet AGL during takeoff, the switch is
inoperative.
Push-
• With two engines operating, changes the engine thrust limit to the
FMC selected climb thrust
• With only one engine operating, changes the thrust limit to
maximum continuous (CON).
AUTO FLIGHT
777 Sec. 6.4 Page 31
Flight Manual Continental Rev. n/oi/oo #5
@ Autothrottle (a/t) Engage Switch
Push - Above 400 feet AGL, with the autothrottle armed, engages the
appropriate autothrottle mode for the selected AFDS pitch mode, or if no
pitch mode, in the speed (spd) mode.
® Autothrottle Engaged Light (green)
Illuminated - An autothrottle engage mode is selected.
AUTO FLIGHT
Sec. 6.4 Page 32 777
Rev. 11/01/00 #5 Continental Flight Manual
®-A /-©
7779008
A/P DISENGAGE
AUTOPILOT FLIGHT DIRECTOR IAS / MACH CONTROLS
® IAS / MACH Window
Displays the speed selected by the IAS / MACH selector.
Blank when the FMC controls the speed. When changing from TO/GA to
v/S, fpa, or alt, the window automatically displays:
• The flap placard speed minus 5 knots (flaps extended)
• 250 knots (flaps up), or
• A speed value entered in the IAS / MACH window after to/ga was
pushed.
The display range is:
• 100 - 399 KIAS
• 0.40 - 0.95 MACH.
The selected speed is displayed as the PFD selected speed.
Displays 200 knots when power is first applied.
During climb, automatically changes from IAS to MACH at 0.84
MACH.
During descent, automatically changes from MACH to IAS at 310
KIAS.
AUTO FLIGHT
777 Sec. 6.4 Page 33
Flight Manual Continental Rev. n/oi/oo #5
® ias/mach Reference Switch
Push-
• Alternately changes the IAS / MACH window between IAS and
MACH displays (MACH must be 0.4 or greater to switch from IAS
to MACH).
• Inoperative when the IAS / MACH window is blank.
© IAS / MACH Selector
Rotate -
• Sets the speed in the IAS / MACH window and on the PFD as the
selected speed.
• Inoperative when the IAS / MACH window is blank.
Push-
• With vnav engaged, alternately opens or closes the IAS / MACH
window:
• When the window is closed, the FMC computed target speed is
active and is displayed on the PFDs.
• When the window is open, FMC speed-intervention is active
and the IAS / MACH selector may be used to set the desired
speed.
• Blanks when not in spd, flch, or to/ga.
AUTO FLIGHT
Sec. 6.4 Page 34 777
Rev. 11/01/00 #5 Continental Flight Manual
7779009
AUTOPILOT FLIGHT DIRECTOR ROLL AND PITCH CONTROLS
Lateral Navigation (lnav) Switch
Push-
• Arms, disarms or engages, lnav as the roll mode.
• Displays lnav in white (armed) on the PFD roll flight mode
annunciator when armed. The previous roll mode remains active.
• lnav engages if the airplane is above 50 feet radio altitude and:
• Within 2.5 NM of the active leg
• If not within 2.5 NM of the active leg and on an intercept
heading to the active leg, remains armed then engages when
approaching the active leg
• When engaged, displays lnav in green on the PFD roll flight
mode annunciator.
• Selection of lnav with the airplane not on a heading to intercept the
active leg displays not on intercept heading in the CDU scratch
pad.
• Selection of lnav when an active FMC route is not available displays
no active route in the CDU scratchpad.
AUTO FLIGHT
777 Sec. 6.4 Page 35
Flight Manual Continental Rev. n/oi/oo #5
• lnav maintains current heading when:
• Passing the last active route waypoint
• Passing the last waypoint prior to a route discontinuity
• Passing the last route offset waypoint
• Activating the inactive route or activating an airway intercept
and not within lnav engagement criteria.
lnav (green) is disengaged:
• By selecting heading hold (HDG HOLD) or track hold (TRK
HOLD)
• By selecting heading select (HDG SEL) or track select (TRK SEL)
• When the localizer captures
• If there is a dual FMC failure (lnav may be re-engaged if there is an
active CDU ALTN NAV route available).
lnav (white) can be disarmed by pushing the lnav switch a second time,
or by arming loc or app.
® lnav Light (green)
Illuminated - The lnav mode is armed or engaged.
® Vertical Navigation (vnav) Switch
Push-
• Arms, disarms or engages vnav as the pitch mode.
• Displays vnav in white (armed) on the PFD pitch flight mode
annunciator below 400 feet above runway elevation.
• vnav engages 400 feet above runway elevation.
• If vnav is selected and the FMC has insufficient data to provide vnav
guidance (such as the gross weight is invalid or there is no end-of-
descent point in descent) displays perf/vnav not available in the
CDU scratchpad.
• vnav spd, vnav pth or vnav alt pitch mode is displayed in green
(engaged) on the PFD pitch flight mode annunciator.
AUTO FLIGHT
Sec. 6.4 Page 36 777
Rev. 11/01/00 #5 Continental Flight Manual
• In the vnav spd pitch mode, the AFDS commands pitch to hold
target airspeed. The autothrottle operates in the thr ref, thr, idle
or hold mode, as required by the phase of flight.
• In the vnav pth pitch mode, the AFDS commands pitch to maintain
FMC target altitude or the vnav path. The autothrottle maintains
speed.
• In the vnav alt pitch mode, the AFDS commands pitch to maintain
the MCP selected altitude when that altitude is lower than the vnav
commanded altitude in climb or higher than the vnav commanded
altitude in descent.
• If vnav is selected and vnav commands a descent with the MCP
altitude window above the current airplane altitude, the autopilot
maintains the altitude at which vnav was selected. When on a vnav
approach, selecting the missed approach altitude does not interfere
with the vnav descent.
• If vnav is selected and vnav commands a climb with the MCP
altitude window below the current airplane altitude, the autopilot
maintains the altitude at which vnav is selected.
• With the vnav alt pitch mode engaged, the autothrottle operates in
the speed (spd) mode.
• With the vnav pth pitch mode engaged, the autothrottle operates in
the following modes:
• For climb or cruise - Operates in the speed (spd) mode
• For descent - Operates in the idle, hold, or speed (spd) mode.
• vnav pitch guidance is available with one engine inoperative.
vnav (green) is disengaged:
• By engaging to/ga, flch spd, v/s, fpa, alt or g/s pitch mode
• If there is a dual FMC failure.
vnav (white) can be disarmed by:
• Pushing the vnav switch a second time, or
• Arming app.
AUTO FLIGHT
777
Sec. 6.4 Page 37
Flight Manual
Continental
Rev. 11/01/00 #5
® vnav Light (green)
Illuminated - The vnav mode is armed or engaged.
© Flight Level Change (flch spd) Switch
Push-
• flch spd is displayed on the PFD pitch flight mode annunciator as
the pitch mode.
• If the IAS / MACH window is blank, the IAS / MACH window
opens to the FMC target speed, if valid. If not valid, the IAS /
MACH window opens to the current speed.
• The thrust (thr) and pitch (flch spd) modes command a climb or
descent to the altitude set in the MCP altitude window at a thrust
setting and vertical speed that will acquire the MCP altitude in 125
seconds.
• When changing from to/ga to flch:
• If the current speed is greater than the IAS / MACH window
speed, the IAS / MACH window speed changes to the current
speed.
• If the current speed is less than the IAS / MACH window speed,
the IAS / MACH window speed does not change.
• The autothrottle automatically engages:
• For climb - Engages in thr mode; the thrust limit is CLB thrust
• For descent - Engages in thr mode, followed by hold if the
thrust levers reach idle.
Caution: If the thrust levers are moved more than 8° while in
the thr mode the ats mode will change to hold. The
only way to reengage the ATS is to capture an altitude,
push the thrust levers to the green Ni limit on the
EICAS or approach stall limit protection.
Illuminated - The flight level change mode is engaged.
AUTO FLIGHT
Sec. 6.4 Page 38
Rev. 11/01/00 #5
Continental
111
Flight Manual
Mode Control Panel (MCP)
AUTOPILOT FLIGHT DIRECTOR HEADING, TRACK,
AND BANK ANGLE CONTROLS
Heading / Track (hdg/trk) Reference Switch
Push - Alternately changes the heading / track window, PFD, and ND
selected heading / track references between heading and track. Also
changes the PFD roll flight mode annunciator, if the hdg or trk mode is
engaged.
Heading / Track Window
Displays the selected heading or track.
The selected heading or track is displayed on the PFD and ND.
If approach (app) or localizer (loc) is armed, the heading / track in the
MCP window automatically changes to the selected front course heading
at LOC capture.
Displays 360 degrees when power is first applied.
AUTO FLIGHT
777 Sec. 6.4 Page 39
Flight Manual Continental Rev. n/oi/oo #5
® Heading / Track Hold (hold) Switch
Push-
• Selects heading hold (hdg hold) or track hold (trk hold) as the roll
mode
• Displays hdg hold or trk hold on the PFD roll flight mode
annunciator
• The AFDS commands wings level and holds the heading or track
established when wings level is established.
® Heading / Track Hold Light (green)
Illuminated - The heading / track hold mode is engaged.
® bank limit Selector (outer)
Rotate - Sets the AFDS commanded bank limit when in the heading
select (hdg sel) or track select (trk sel) roll mode as follows:
• auto - Varies between 15-25 degrees, depending on TAS
• 5, 10, 15, 20 or 25 - The selected value is the maximum, regardless
of airspeed.
© Heading / Track Selector (middle)
Rotate - Sets heading or track in the heading / track window and on the
PFDs and NDs.
Heading / Track Select (sel) Switch (inner)
Push-
• Selects heading select (hdg sel) or track select (trk sel) as the roll
mode
• Displays hdg sel or trk sel on the PFD roll flight mode annunciator
• The AFDS controls roll to fly the selected heading or track
• Bank is limited by the bank limit selector.
AUTO FLIGHT
Sec. 6.4 Page 40
Rev. 11/01/00 #5
Continental
111
Flight Manual
Autopilot Flight Director Vertical Speed (V/S) and
Flight Path Angle (FPA) Controls
&
HDG (O)TRK
V/S(©) FPA
HDGC
l_l L
V/S _
7779011
Mode Control Panel (MCP)
Vertical Speed / Flight Path Angle (v/s - fpa) Window
Displays the selected vertical speed in 100 fpm increments or the
selected flight path angle in 0.1 degree increments.
The display range is:
• v/s: -8000 to +6000 fpm
• fpa: -9.9 to +9.9 degrees.
Blank when the vertical speed (v/s) or flight path angle (fpa) pitch mode
is not engaged.
The selected vertical speed is displayed on the PFD vertical speed
indication.
The selected flight path angle is displayed on the PFD attitude indicator.
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AUTO FLIGHT
Sec. 6.4 Page 41
Rev. 11/01/00 #5
v/s - fpa Reference Switch
Push - Alternately changes the vertical speed / flight path angle window
and PFD references between vertical speed and flight path angle. Also
changes the PFD pitch flight mode annunciator, if the v/s or fpa mode is
engaged.
v/s - fpa Switch
Push-
Engages Vertical Speed (v/s) or Flight Path Angle (fpa) as the pitch
mode.
Displays v/s or fpa on the PFD pitch flight mode annunciator.
Displays the current vertical speed or flight path angle in the
vertical speed / flight path angle window.
When the selected altitude is reached, the pitch mode changes to
altitude (alt).
AFDS commands pitch to maintain the vertical speed or flight path
angle displayed in the vertical speed or flight path angle window.
If vertical speed or flight path angle is selected while in flch or
vnav, the autothrottle automatically engages in the speed (spd)
mode, if engaged.
v/s - fpa Light (green)
Illuminated - The vertical speed or flight path angle mode is engaged,
v/s -fpa Selector
UP or down - Sets the vertical speed or flight path angle in the vertical
speed / flight path angle window and on the PFDs.
AUTO FLIGHT
Sec. 6.4 Page 42
Rev. 11/01/00 #5
Continental
111
Flight Manual
Autopilot Flight Director Altitude Controls
ALTITUDE
d>
) — -
f *
□ □ □ p p
U LI u □ □
\ . '
MJTQ_^^1000
A/P
» 1
HOLD
APP
I I
I I
LOC
F/D ON
OFF
Mode Control Panel (MCP)
7779012 v '
Altitude Window
Displays the selected altitude.
The displayed altitude is the reference altitude for altitude alerting and
level off.
The altitude range is 0 to 50,000 feet.
Displays 10,000 feet when power is first applied.
® Altitude Increment Selector (outer)
AUTO -
• The altitude selector changes in 100 foot increments
• Displays the selected BARO minimum as the selector passes
through that altitude. If the BARO minimum is not a 10 foot
increment, displays the next highest 10 foot increment.
1000-
The altitude selector changes in 1,000 foot increments.
AUTO FLIGHT
777 Sec. 6.4 Page 43
Flight Manual Continental Rev. n/oi/oo #5
® Altitude Selector (inner)
Rotate - Sets the altitude in the altitude window and on the PFD altitude
indication display.
Push-
• During climb or descent with altitude constraints, each push deletes
the next waypoint altitude constraint between the airplane altitude
and the altitude window.
• During climb with no altitude constraints, and the altitude window
set above the FMC cruise altitude, the FMC cruise altitude is
changed to the altitude window value.
• During cruise:
• With the altitude window set above or below FMC cruise
altitude, the FMC cruise altitude resets to the altitude window
altitude.
• If in vnav pth or vnav alt pitch mode, the airplane begins a
climb or descent toward the MCP altitude window altitude
(Altitude Intervention).
• Within 50 NM of the top-of-descent (T/D) point, with the
altitude window set below cruise altitude, the airplane initiates
the descend now (DES NOW) feature.
® Altitude hold Switch
Push-
• Engages altitude (alt) as the pitch mode
• alt is displayed on the PFD pitch flight mode annunciator
• The AFDS commands pitch to maintain the altitude when the
switch was pushed.
® Altitude hold Light (green)
Illuminated - The altitude hold mode is engaged.
AUTO FLIGHT
Sec. 6.4 Page 44 777
Rev. 11/01/00 #5 Continental Flight Manual
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AUTO FLIGHT
Sec. 6.4 Page 45
Rev. 11/01/00 #5
Autopilot Flight Director Approach Mode Controls
Mode Control Panel (MCP)
7779013 v '
Localizer (LOC) Switch
Push-
• Arms, disarms, engages, or disengages localizer (loc) as the roll
mode
• Displays loc in white (armed) on the PFD roll flight mode
annunciator before localizer capture
• Displays loc in green (engaged) on the PFD roll flight mode
annunciator after localizer capture
• Arms the AFDS to capture and track inbound on the front course
• The capture point varies based on range and intercept angle
• Localizer capture can occur when an intercept track angle is within
120 degrees of the localizer course.
The localizer mode can be disarmed before localizer capture by:
• Pushing the localizer switch a second time, or
• Selecting app or lnav mode.
AUTO FLIGHT
Sec. 6.4 Page 46 777
Rev. 11/01/00 #5 Continental Flight Manual
The localizer mode can be disengaged after localizer capture by:
• Selecting another roll mode
• Pushing a TO/GA switch
• Disengaging the autopilot and turning both flight director switches
off, or
• Pushing the localizer switch a second time above 1,500 feet radio
altitude (reverts to the default roll mode).
® Localizer Light (green)
Illuminated - The localizer mode is armed or engaged.
@ Approach (app) Switch
Push-
• Arms, disarms, engages, or disengages localizer (loc) as the roll
mode and glideslope (G/s) as the pitch mode
• Displays loc and G/S in white (armed) on the PFD roll and pitch
flight mode annunciators prior to localizer and glideslope capture
• Displays loc and G/S in green (engaged) on the PFD roll and pitch
flight mode annunciators after each one is captured
• The AFDS captures and tracks the localizer in the localizer (loc)
mode and captures the glideslope in the glideslope (g/s) mode upon
interception (glideslope capture is inhibited until the localizer is
captured)
• Localizer captures when the intercept track angle is within 120
degrees of the localizer course
• Glideslope captures when the intercept track angle is within 80
degrees of the localizer course and the localizer is captured.
AUTO FLIGHT
777 Sec. 6.4 Page 47
Flight Manual Continental Rev. n/oi/oo #5
The approach mode can be disarmed before localizer or glideslope
capture by selecting app, loc, lnav, or vnav.
The approach mode disengages:
• With localizer captured and glideslope armed, by selecting another
roll mode including the localizer mode (becomes a localizer
approach).
• After localizer and glideslope are captured, by engaging the to/GA
mode.
• Disengaging the autopilot and turning both flight director switches
OFF.
• After localizer and/or glideslope are captured, by pushing the
approach switch a second time above 1,500 feet radio altitude
(AFDS reverts to default pitch and roll modes).
® Approach Light (green)
Illuminated - The approach modes (loc and G/s) are armed or engaged.
AUTO FLIGHT
Sec. 6.4 Page 48
Rev. 11/01/00 #5
Continental
111
Flight Manual
PFD Flight Mode Annunciations (FMAs)
Note : When first engaged, AFDS / autothrottle mode changes are
emphasized for 10 seconds by a green ATTENTION box drawn
around the mode.
Note : An amber horizontal line is drawn through the appropriate engaged
pitch or roll mode when a flight mode fault is detected.
HOLD
LNAV
VNAV
LOC
G/S
A/P
V
U"
<5
7779014 PFD
Autothrottle Modes (Engaged)
Displayed (green) -
• THR REF • IDLE
• THR • HOLD
• SPD
® AFDS Roll Modes (Engaged)
Displayed (green) -
• TO/GA • TRKSEL
• LNAV • LOC
• HDGHLD • ROLLOUT
• HDGSEL • ATT
• TRK HLD
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AUTO FLIGHT
Sec. 6.4 Page 49
Rev. 11/01/00 #5
AFDS Roll Modes (Armed)
Displayed (white) -
• LNAV
• LOC
AFDS Pitch Modes (Engaged)
Displayed (green) -
• TO/GA
• VNAV SPD
• VNAV ALT
• VNAV PTH
• FLCH SPD
AFDS Pitch Modes (Armed)
Displayed (white) -
• VNAV
• G/S
AFDS (Engaged)
Displayed (green) -
• FLT DIR
• A/P
Displayed (amber) -
• NO AUTOLAND
ROLLOUT
ALT
V/S
FPA
G/S
FLARE
FLARE
• LAND 2
• LAND 3
AUTO FLIGHT
Sec. 6.4 Page 50
Rev. 11/01/00 #5
Continental
111
Flight Manual
Autopilot Disconnect Switch
7779015
CONTROL WHEEL
Autopilot Disconnect Switches (2)
First push (either switch) -
• Disconnects the autopilot
• The master warning lights illuminate
• Displays the EICAS warning message autopilot disc
• Sounds an aural warning
Note : If the autopilot had automatically disconnected, it resets the
master warning lights, EICAS warning message, and the aural
warning.
Second push - Resets:
• The master warning lights
• EICAS warning message
• The aural warning.
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AUTO FLIGHT
Sec. 6.4 Page 51
Rev. 11/01/00 #5
TO/GA and Autothrottle Disconnect Switches
7779016
® Takeoff / Go-Around (to/ga) Switches (2)
When to/ga is armed:
On the ground (autothrottles armed and leading edge slats extended) -
• First push (either switch) below 50 knots - engages the autothrottle
in thr ref mode
• The autothrottle will not engage between 50 knots and 400 feet AGL
• Pushing either switch above 80 knots disarms lnav and vnav.
In flight (autothrottles armed and leading edge slats extended or
glideslope captured) -
• First push after takeoff - disarms AFDS modes and engages to/ga;
engages autothrottle in thr ref; any reduced thrust (D-TO) is
removed and thrust limit is (TO)
• First push on approach - disarms AFDS modes and engages to/ga;
engages autothrottle in thr; thrust limit is set to command a v/s of
2,000 feet per minute climb. G/A shows as the thrust limit on EICAS
• Second push, autothrottle engages in thr ref and the thrust limit is
GA.
AUTO FLIGHT
Sec. 6.4 Page 52 777
Rev. 11/01/00 #5 Continental Flight Manual
® Autothrottle Disconnect Switches (2)
Push (either switch) -
• Disconnects the autothrottle (both left and right)
• Illuminates the master caution lights
• Displays the EICAS message autothrottle disc.
Note : If the autothrottle had automatically disconnected it resets
the master caution lights and EICAS message.
Second push -
• Resets the master caution lights and EICAS message
• The autothrottle remains armed.
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AUTO FLIGHT
Sec. 6.4 Page 53
Rev. 11/01/00 #5
Auto Flight EICAS Messages
The following EICAS messages can be displayed.
Message
Level
Aural
Condition
AUTOPILOT
Caution
Beeper
Autopilot is operating in a degraded
mode. Engaged roll and/or pitch
mode may have failed, or the
autopilot has entered envelope
protection.
AUTOPILOT DISC
Warning
Siren
Autopilot has disconnected.
AUTOTHROTTLE
DISC
Caution
Beeper
Both autothrottles have
disconnected.
AUTOTHROTTLE
L,R
Advisory
Affected autothrottle is off or has
failed.
NO AUTOLAND
Caution
Advisory
Beeper
Autoland is not available.
Message is a caution if fault occurs
after land 3 or land 2 is annunciated,
or approach has been selected but
does not engage by 600 AGL.
Message is an advisory if fault
occurs before land 3 or land 2 is
annunciated.
NO LAND 3
Caution
Advisory
Beeper
Autoland system does not have
redundancy for triple channel
autoland.
Message is a caution if fault occurs
after land 3 or land 2 is annunciated.
Message is an advisory if fault
occurs before land 3 or land 2 is
annunciated.
ALTITUDE ALERT
Caution
Beeper
When deviating by 200 feet from the
MCP selected altitude.
AUTO FLIGHT
Sec. 6.4 Page 54 777
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AUTO FLIGHT
Sec. 6.4 LEP-1
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COMMUNICATIONS
777 Sec. 6.5 TOC - 1
Flight Manual Continental Rev. 05/01/02 #8
COMMUNICATIONS SYSTEM
TABLE OF CONTENTS
COMMUNICATIONS SYSTEM DESCRIPTION 1
Introduction 1
Audio Control Panels 1
Cockpit Voice Recorder System 2
Radio Tuning Panels 2
Radio Communication Systems 2
VHF Communication System 2
HF Communication System 3
Stuck Mic Protection 3
Communication Crew Alerting System 5
Crew Alert Categories 5
Communications Alert Messages 6
Selective Calling (SELCAL) System 9
Satellite Communication (SATCOM) System 9
SELCAL 14
Interphone Communication System 15
Flight Interphone System 15
Service Interphone System 16
Passenger Address System 16
Cabin Interphone System 16
CDU Menu Page 18
Cabin Interphone CDU Controls 19
Cabin Interphone Main Menu 20
Cabin Interphone Main Menu Page 21
Cabin Interphone Directory Page 22
Cabin Interphone Subdirectory Page 23
MFD Communications Functions 27
Introduction 27
Communications Menus 28
Communications Control and Input Functions 30
Command Key Locations 30
Command Key Functions 31
Text Entry 37
Menu Entry Fields 38
Invalid Entries 38
Message List 39
Message Display Format 40
Exclusive and Nonexclusive Select Keys 41
Information Messages 42
Communications Information Messages 43
Uplink Message 45
COMMUNICATIONS
Sec. 6.5 TOC - 2 777
Rev. 05/01/02 #8 Continental Flight Manual
ATC Data Link 47
Crew Feedback 47
FMC Data Loading 47
ATC MENU 48
FLIGHT INFORMATION MENU 48
COMPANY MENU 49
Initialize 50
Calculate Fuel On Board 51
ATIS 52
Weather Request 53
Takeoff Delay 54
Return To Field 55
VHF Link Test 56
Req Oceanic Clearance 57
Landing Gross Weight 58
In Range Report 59
SOCC Position Report 60
Engine Data Report 61
Engine Data Report 62
ETA Update 63
Diversion Report 65
Holding Report 66
Request Gate 67
Free Text 68
Situation Report 69
Sensor Status 71
Printer Test 72
000I Times 73
Delay Messages 75
Review State Indicators 79
Manager Functions 81
Manager Menu 81
ACARS Manager 82
ACARS Manager Page 2/2 83
VHF Manager 84
SATCOM Manager 85
System Information Manager 86
Printer Manager 87
Automatic Messages Manager 88
Master Manager 89
Automatic Dependent Surveillance 90
Manager Messages 91
COMMUNICATIONS
777 Sec. 6.5 TOC - 3
Flight Manual Continental Rev. 05/01/02 #8
New Messages 93
New Messages Menu 93
New Message - No Response Required 94
New Message - Response Required 95
CONTROLS AND INDICATORS 97
Audio Control Panel (ACP) 97
Radio System 101
Radio Tuning Panel 101
Radio Tuning Panel Indications 104
Miscellaneous Communication Controls 105
Headphone / Boom Microphone (Typical) 105
Hand Microphone (Typical) 106
Oxygen Mask Microphone (Typical) 107
Control Wheel Microphone / Interphone Switch 108
Glareshield Microphone Switch 109
Service Interphone Switch 110
Handset 111
Flight Deck Handset Placard 112
Flight Deck Speaker 113
Boom Microphone / Headphone Panel 114
Observer Audio Selector 1 1 5
Data Link Accept / Cancel / Reject Switches 116
Cockpit Voice Recorder System 117
Cockpit Voice Recorder Panel 117
Cockpit Voice Recorder Microphone 118
Printer Controls 119
Paper Roll Removal 121
Paper Loading 122
P40 Service And APU Shutdown Panel 123
Communications EICAS Messages 124
COMMUNICATIONS
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COMMUNICATIONS
Sec. 6.5 Page 1
Rev. 05/01/02 #8
COMMUNICATIONS SYSTEM DESCRIPTION
INTRODUCTION
The communication systems include:
• Cockpit voice recorder system
• Radio communication system
• Communication crew alerting system
• Interphone communication system
• Data communication system
• SELCAL system
• SATCOM system.
The communication systems are controlled using the:
• Audio control panels
• Radio tuning panels
• Control display unit (CDU) communications pages
• Multifunction display (MFD) communications.
AUDIO CONTROL PANELS
The audio control panels are used to manage the radio and interphone
communication systems. Navigation receiver audio can also be monitored.
The Captain, First Officer, and First Observer audio control panels are
installed on the aft aisle stand.
Microphones are keyed by pushing the desired audio control panel transmitter
select switch and using the MIC (microphone) position of a control wheel or
audio control panel microphone / interphone switch, a glareshield mic switch,
or a hand microphone push-to-talk switch. Systems are monitored using
headphones or speakers. An oxygen mask microphone is enabled and the
boom microphone is disabled when the oxygen mask stowage doors are open.
The oxygen mask microphone is disabled and the boom microphone is
enabled when the left oxygen mask stowage box door is closed and the
reset/test lever is pushed.
COMMUNICATIONS
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COCKPIT VOICE RECORDER SYSTEM
The cockpit voice recorder records any transmissions from the flight deck
made through the audio control panels. It also records flight deck area
conversations using an area microphone. All inputs are recorded
continuously.
Ground personnel may access the audio signals supplied to the cockpit voice
recorder by connecting a headset to the "Cockpit Voice" jack on the P40
Service and APU shutdown panel on the nose gear strut.
RADIO TUNING PANELS
The radio tuning panels are used to tune the VHF and HF radios. The panels
are designated left, center, and right, and are normally associated with the
respective VHF and HF radios.
RADIO COMMUNICATION SYSTEMS
The radio communication systems consist of the very high frequency (VHF)
communication system, the high frequency (HF) communication system, the
satellite communication (SATCOM) system, and the selective calling
(SELCAL) system.
VHF Communication System
Three independent VHF voice / data radios, designated VHF L (left), VHF C
(center), and VHF R (right) are installed. Any VHF radio can be controlled
by any radio tuning panel. The audio control panels are used to control voice
transmission and receiver monitoring.
VHF L is configured for voice communication only. VHF C and VHF R can
be configured for data or voice communication. However, only one VHF
radio can operate in the data mode at a time. Data communication is
normally selected on VHF C.
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COMMUNICATIONS
Sec. 6.5 Page 3
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Data Mode
The data mode can be selected and deselected on the MFD COMM display or
by pushing the frequency transfer switch on the radio tuning panel. If the
selected VHF radio is the default DATA radio (selected on the MFD COMM
display), then the word data is displayed in the radio tuning panel active
frequency window. When a standby frequency is transferred to the active
window, data is displayed in the standby window. If a new frequency is
selected in the standby window when data is displayed, data is replaced by
the new frequency. Data can be returned to the standby window by selecting
a frequency higher or lower than the allowable VHF frequency range.
When a VHF radio is in the data mode, it is not available for voice
communications. A VHF radio can be returned to the voice communication
mode by transferring a voice frequency into the ACTIVE frequency window.
HF Communication System
There are two independent HF communication radios, designated HF L (left)
and HF R (right). Each HF radio can be tuned by any radio tuning panel. HF
radio sensitivity can only be set on the on-side radio tuning panel.
The audio control panels are used to control voice transmission and receiver
monitoring.
When an HF transmitter is keyed after a frequency change, the antenna tunes.
While the antenna is being tuned, a tone can be heard through the audio
system (tuning takes a maximum of 15 seconds).
Both HF radios use a common antenna. When either HF radio is transmitting,
the antenna is disconnected from the other HF radio, and it cannot be used to
transmit or receive. However, both HF radios can receive simultaneously if
neither is being used for transmitting.
Stuck Mic Protection
In the event an HF or VHF radio transmits for more than 30 seconds, the
EICAS advisory message radio transmit is displayed. The message is
removed when the transmission stops.
On the ground with both engines shut down, any VHF radio that transmits for
more than 35 seconds is automatically disabled and dashes appear in the
tuning panel frequency window for that radio. That radio is enabled when the
microphone switch for that radio is released.
COMMUNICATIONS
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INTENTIONALLY LEFT BLANK
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COMMUNICATIONS
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COMMUNICATION CREW ALERTING SYSTEM
The communication crew alerting system provides aural and visual alerts for
normal operations requiring crew awareness that may require crew action.
Visual alerts are presented as EICAS messages preceded by a bullet symbol
(•). The aural alert is a high-low chime. The following table shows
communication crew alert categories and the respective aural and visual alerts
for each category.
Crew Alert Categories
Communication
Crew Alert
Category
Aural Alert
Visual Alert
Comments
High
High-low
chime
Communication
EICAS alert
None currently
implemented. Reserved
for future use.
Medium
High-low
chime
Communication
EICAS alert
Message awareness
required. Crew action
may be required.
Low
None
Communication
EICAS alert
Crew action may be
required.
COMMUNICATIONS
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Communications Alert Messages
Crew Communications
EICAS
Communication
Message
Alert
Level
Condition
Crew Action
• CABIN ALERT
Medium
Pilot alert received
over cabin interphone.
Respond to the alert.
• CABIN CALL
Medium
Pilot call received over
cabin interphone.
Respond to the call.
• CABIN READY
Medium
CABIN READY received
over cabin interphone.
Crew awareness.
Automatically
removed after one
minute.
• GROUND CALL
Medium
Pilot call received over
flight interphone from
nose wheel well.
Respond to the call.
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COMMUNICATIONS
Sec. 6.5 Page 7
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Data Link
EICAS
Communication
Message
Alert
Level
Condition
Crew Action
• COMM
Medium
/ Low
A data link message
has been received.
Select COMM display
on the MFD.
• COMM BUSY
Medium
Communications
system pending data
link message queue is
full.
Respond to current
pending data link
messages.
• FMC
Medium
An FMC related data
link message has been
rpppi vprl
Select FMC from the
CDU MENU page if
not alrpfiHv iti thp FMP
I1V_/ L till w ClxAy 111 Lllw I IV I \j
mode.
View the message title
in the CDU
scratchpad.
View the message on
the appropriate CDU
page.
• PRINTER (with data
link installed)
Medium
/ Low
A data link message
has been received and
sent to the printer.
Review the printed
message.
• ATC
Medium
An ATC data link
message has been
received or an armed
report has been sent.
Respond to message
displayed on EICAS or
select the MFD
communications
display.
• DATALINK AVAIL
Low
A lost data link
connection has been re-
established.
Resume use of data
link communication.
COMMUNICATIONS
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SATCOM
EICAS
Communication
Message
Alert
Level
Condition
Crew Action
• SATCOM MESSAGE
Medium
/ Low
SATCOM voice
system information
available if SATCOM
system is selected on a
CDU.
View the SATCOM
CDU message.
SELCAL
EICAS
Communication
Message
Alert
Level
Condition
Crew Action
• SELCAL
Medium
SELCAL received or
any SATCOM voice
call received.
Respond to the call.
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COMMUNICATIONS
Sec. 6.5 Page 9
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SELECTIVE CALLING (SELCAL) SYSTEM
The SELCAL system monitors the three VHF radios and the two HF radios.
When the system receives a call from a ground station, the crew is alerted
through the communication crew alerting system.
SATELLITE COMMUNICATION (SATCOM) SYSTEM
The SATCOM system provides both voice and data communications. Any
Data messages down linked or up linked through Flight Deck Comm are first
attempted via VHF. SATCOM is then selected automatically where VHF is
unavailable.
The aircraft contains a Beam Steering Unit, mounted in the top of the fuselage
which logs on to the appropriate satellite and keeps it in view as the aircraft
moves. This Beam Steering Unit accepts position and ground speed inputs
from the ADIRU so as to remain logged on to the satellite.
The voice or data communication link between the aircraft and the satellite is
in the VHF spectrum and therefore line of sight. Once this link between the
aircraft and the satellite is established, a ground gateway called a GES, or
Ground Earth Station, becomes the relay point for the call as it is connected to
the public telephone network.
A Communications Service Provider contracts with Continental to provide
Satellite voice and data communications. Each Service Provider owns, or
leases space on a GES to provide the service to its user / customers.
When placing a call via SATCOM, the crew does not have to select a GES
unless it is experiencing trouble. GES selection is automatic and dependent
on the location of the aircraft and the Service Provider contracted with.
SATCOM voice is set up via any one of the three CDU's and connected
through the Audio Control Panel SAT microphone selectors. The Flight Deck
handset is not connected to the SATCOM system. All SATCOM voice
communications are facilitated through the boom or hand microphone, and
headsets or speaker audio.
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There is no dedicated SATCOM voice channel for the Flight Deck. There are
six channels installed on the aircraft, 5 voice and 1 data channel. The Flight
Deck can use up to two voice channels, simultaneously if desired. If all five
voice channels are in use by the cabin, a busy signal will be audible when
SAT 1 or SAT 2 is selected on the audio selector panel. On the SATCOM
MAIN MENU page the crew may select QUEUE CALL to wait for an
available channel (LSK 2L), or PREEMPT* (LSK 2R) to drop a voice
channel in use and immediately initiate a call. The PREEMPT* prompt is
only available when the priority is set to HGH, which is the default value for
all Flight Deck initiated calls.
• To access the SATCOM system and place a voice call, the menu key is
selected on any CDU.
• < SAT is selected from the available prompts.
• The SAT MAIN MENU page is presented below.
rr
E3
-+E3
E3
E3
SATCOM MAIN MENU
1/2
SAT L
DISPATCH DESK 14
► AVAILABLE
PRIORITY
HIGH >
PLACE CALL *
HIGH >
PLACE CALL *
DIRECTORY
SAT L
DISPATCH DESK 15
AVAILABLE
< CAL OPS
< INDEX
CAL SOCC >
ACTION
PREEMPT
REJECT
PRIORITY
. EMG
. HGH
. LOW
. PUB
EER-
EK-
E3
E3
EE)
E3
J)
STATUS
AVAILABLE
NOT AVAILABLE
CABIN USE
CALL IN QUEUE
GND INIT CALL
IN PROGRESS
ADDR COMPLETE
ANSWERED
AVAILABLE
ACTIONS
PLACE CALL
. END CALL
QUEUE CALL
ANSWER
. CLR STATUS
• The CAL OPS and CAL SOCC sub-directories may be accessed directly
from the SATCOM MAIN MENU page.
• All other sub-directories may be accessed from the index prompt at
LSK6L.
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COMMUNICATIONS
Sec. 6.5 Page 11
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rr
SATCOM DIR INDEX
E3
EEI
LEJ
EEI
EE]
EE]
< CAL SOCC
< CAL OPS
< ARINC OP
SAMER FIR >
PACFIR >
ATL FIR >
MED LINK >
EE]
EE]
EE]
EE]
EE]
EE]
77710092
CAL SOCC = Dispatch or Maintenance Control
CAL OPS = Continental Station Operations
ARINC OP = ARINC Relay Radio Service
SAMER FIR = South American Flight Identification Regions; ATC
sectors.
PAC FIR = Pacific Flight Identification Regions.
ATL FIR = Atlantic Flight Identification Regions.
Med Link = CAL MEDLINK contractor for in-flight medical
emergencies.
All the above sub-directories are not displayed here, however, a representative
sample of two selected sub-directories are presented below.
rr
G3
G3
EE]
EE]
LEG
EE]
CAL SOCC
< DISPATCH DESK 14
- NUMBER -
< DISPATCH DESK 15
- NUMBER -
< DISPATCH DESK 16
- NUMBER -
< DISPATCH DESK 21
< MAINT CNTL
- NUMBER-
EE]
EE]
EE]
EE]
EE]
EE]
J)
77710093
COMMUNICATIONS
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[=]
L=]
ATL FIR
1 /3
DUSSELDORF >
- NUMBER -
< ACCRA BRUXELLES >
-NUMBER- - NUMBER -
< BERLIN
- NUMBER -
< BORDEAUX * EMERG FRANKFORT >
-NUMBER- - NUMBER -
< BREMEN GANDER OCNC* EMERG >
-NUMBER- -NUMBER-
< BREST * EMERG GANDER * EMERG >
-NUMBER- -NUMBER-
<BRINDISI KHABAROVSK >
NUMBER -
- NUMBER-
El
1=]
[=]
[=]
[=]
77710094
Caution : FIR numbers with a *EMERG suffix are only to be used for
non-normal / emergency communications.
COMMUNICATIONS
777 Sec. 6.5 Page 13
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• Upon line selection of one of the above prompts on an available
SATCOM channel, a PLACE CALL* prompt will be provided. When
PLACE CALL* is selected, the call process is started and may take from
15 to 45 seconds, or more to connect. A typical telephone style ring will
be audible in the headset or speaker as the call is connected and the phone
being called rings. When the party called answers, normal two way
communications can be accomplished as in a ground to ground call from
any telephone.
• CAL SOCC can conference in a number of calls to anywhere in the world
if necessary.
• To terminate a call in progress, select END CALL > to hang up.
• If the party on the ground hangs up, the call is terminated.
A priority system has been established by the SATCOM networks. The
priority for all Flight Deck originated calls defaults to Operational High.
Other priorities are:
• Operational Low: Passenger service communications by the crew.
• Public: Passenger calls.
• Priority 1 : EMERGENCY - SAFETY OF FLIGHT.
Note : Priority 1 - EMERGENCY (EMG >) is crew selectable on the CDU,
and should only be used during a valid emergency. Selection of
Emergency priority while placing a SATCOM call will activate
alarms in the associated Ground Earth Station who will call CAL
SOCC. Selecting Emergency will also preempt a cabin call in
progress and provide a clear channel immediately.
COMMUNICATIONS
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SELCAL
EICAS
Communication
Message
Alert
Level
Condition
Crew Action
• SELCAL
Medium
SELCAL received or
any SATCOM voice
call received.
Respond to the
call.
Selective Calling (SELCAL) System
The SELCAL system monitors the three VHF radios and the two HF radios.
When the system receives a call from a ground station, the crew is alerted
through the communication crew alerting system.
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COMMUNICATIONS
Sec. 6.5 Page 15
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INTERPHONE COMMUNICATION SYSTEM
The interphone communication system includes the:
• Flight interphone system • Service interphone system
• Cabin interphone system • Passenger Address (PA) system.
The flight interphone, service interphone, and passenger address systems are
normally operated through the audio select panel. The cabin interphone is
operated through the CDU or the flight deck handset.
Flight Interphone System
The flight interphone system provides communications on the flight deck and
between the flight deck and the ground crew through the flight interphone
jack on the APU ground control fire protection panel in the nose landing gear
wheel well.
The system is used by selecting the int (interphone) position of a control
wheel or audio control panel mic / interphone switch. The interphone can also
be used by selecting the flt transmitter selector on an audio control panel and
then selecting one of the following microphone switches:
• mic position of a control wheel switch
• mic position of an audio control panel mic/interphone switch
• A hand microphone push to talk switch
• A glareshield mic switch.
Crew alerting of a ground crew initiated call is provided by an aural alert
chime, the ground call EICAS communications alert message, and a call
light illuminated on the audio control panel transmitter select switch.
COMMUNICATIONS
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Service Interphone System
The service interphone system provides voice communications between
ground crew stations at various locations around the airplane. The system can
be connected to the flight interphone system through the service interphone
switch on the overhead panel.
Passenger Address System
The Passenger Address (PA) system is used by the flight crew to make cabin
announcements. Pushing a PA transmitter select switch on an audio control
panel and activation of a microphone switch provides direct access to all PA
areas.
The system is monitored by pushing the PA receiver volume control on an
audio control panel. The PA system can also be selected through the cabin
interphone system or the flight deck handset.
Cabin PA announcement priorities are:
1 . Flight deck announcements from an audio control panel
2. Cabin handset direct access announcements
3. Priority (all area) announcements
4. Normal announcements from flight attendant or flight deck handsets.
Cabin Interphone System
The cabin interphone system provides voice communications between the
flight deck and the flight attendant stations. Boom microphones, oxygen
mask microphones, and hand microphones are used by selecting the cab
(cabin) transmitter select switch on an audio control panel and pushing the
mic / interphone switch to the mic position. Cabin interphone station(s) must
be selected and a call initiated to alert the desired station to pick up the call.
EICAS communications alert messages and chimes alert the pilots to
incoming cabin calls. Normal priority calls from the cabin display the cabin
call EICAS communications alert message.
Priority calls from the cabin display the cabin alert EICAS
communications alert message. Priority calls automatically disconnect
lower priority cabin interphone calls. Priority calls placed while a
priority call is in progress are automatically connected as a conference
call.
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COMMUNICATIONS
Sec. 6.5 Page 17
Rev. 05/01/02 #8
The cabin interphone call queue, speed dial numbers, and directories are
accessed from the center CDU cabin interphone menu.
Calls are initiated by:
• Line selecting the call location on the CDU display, or
• Entering the appropriate call code in the CDU scratchpad and selecting
SEND.
Pushing the audio control panel cab (cabin) transmitter select switch twice
within one second places a priority call to Door 1 Left.
A station which is in use will be disconnected from the call in progress and
connected to the flight deck.
Note : Flight deck initiated calls will not interrupt a current PA
announcement from the dialed station.
Calls can be answered by selecting an audio control panel cab transmitter
select switch or, if a cab transmitter select switch is already pushed in, by
pressing a mic / interphone switch to the mic position.
Calls can be ended by selecting the CDU prompt end call or de-selecting the
cab transmitter selector on the audio control panel. The call also ends if the
other party terminates the call.
Calls can also be answered or placed using the flight deck handset. Desired
call locations are entered using the numeric keys on the handset. Pressing the
handset reset switch or placing the handset back on the cradle terminates the
call.
Note : The handset PA push-to-talk switch is not required to operate the
handset except for PA announcements.
COMMUNICATIONS
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CDU Menu Page
Pushing the CDU menu key displays the CDU menu page.
Normally, the cabin interphone (cab int) and SATCOM (sat) displays are
viewed on the center CDU. The SATCOM prompt is available on all CDUsA
<FMC
□ LI <SAT
E3
E3
MENU
EE)
□ LL <CAB INT
EFI S CTL
OFF»on>
r=i
EE)
1=1
CDU
CAB INT
Push - Displays the SPEED DIAL page and provides a < DIRECTORY
prompt for sub-directory access.
Note : Available only on the center CDU.
SAT
Push - Displays the CDU SATCOM pages.
FMC
FMC not displayed on center CDU if both left and right CDU are
operational.
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COMMUNICATIONS
Sec. 6.5 Page 19
Rev. 05/01/02 #8
Cabin Interphone CDU Controls
©©© 00010
©©© 00010
©@® 00|00
Q >o © © 0 0 0 0 0
CDU
I I I \ UUU I
Period (.) key
Push - Displays an asterisk (*) in the scratchpad.
® Plus/Minus (+/-) Key
Push - Displays a pound sign (#) in the cabin interphone scratchpad.
® Delete Key
Push-
• Displays delete in the cabin interphone scratchpad
• Used to delete calls from the call queue.
COMMUNICATIONS
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Cabin Interphone Main Menu
The cabin interphone menu allows the pilots to send or end calls. Calls are
sent by selecting a station from the speed dial page or the directory. Two digit
station codes can be manually entered into the scratchpad and the call sent
using the send prompt. A list of the two digit station codes is located on the
handset.
Speed Dial
The speed dial menu provides a quick means to call up to five pre-defined
stations or group of stations. A single push initiates the selected call.
The speed dial menu is selected from the CABIN INTERPHONE prompt on
the MENU page. There are five selections:
1. TAKEOFF FA: This selection at LSK 1L is used to activate the
automated takeoff announcement, " FLIGHT ATTENDANTS PLEASE
BE SEATED FOR DEPARTURE ." PA IN USE will appear above the
scratch pad during this announcement.
2. DR 1 AREA: This selection of LSK 2L will ring the interphone at cabin
doors 1 left and 1 right.
3. EMERGALL: Selection of LSK 3L will ring all the interphone stations
in the cabin with four HI LO Chimes and steadily illuminate the overhead
pink call lights at each cabin door.
4. GND CREW: Selection of LSK 4L will activate the nose wheel well
horn to alert the ramp crew the flight deck wishes to speak with them.
5. LANDING FA: The selection of LSK 5L is used to activate the
automated landing announcement, " FLIGHT ATTENDANTS PLEASE
BE SEATED FOR ARRIVAL ." PA IN USE will appear above the
scratch pad during this announcement.
ff C1BIH lUTFBBHniJF ^\
CABIN INTERPHONE
SPEED DIAL CALL QUEUE
< TAKEOFF FA
< DR 1 AREA
< EMERG ALL
< GND CREW
< LANDING FA
DIRECTORY >
PA IN USE
EE
EEI
EEl
7771 0S9
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COMMUNICATIONS
Sec. 6.5 Page 21
Rev. 05/01/02 #8
Call Queue
When the flight deck is involved in a call, additional incoming calls are
displayed in the queue. Up to four calls can be displayed in order of the
priority assigned as follows:
• Pilot Alert
• Conference calls
• Cabin calls
• Other calls.
The Pilot Alert queue entry is displayed only when the flight deck is using the
PA and an incoming call is received.
When there are four calls in the queue and a new, higher priority call is
received, the lowest priority call is removed from the queue and the new call
is displayed in the proper priority.
Cabin Interphone Main Menu Page
rr
EE]
G3
CABIN INTERPHONE
Directory
: PA
: CABIN DOOR
: CONFERENCE
= GND CREW
: CREW REST
VIDEO IN USE
r=i
eei
r=]
r=]
r=]
Cabin Interphone Sub-Directories
Lists the dial code labels of predefined stations, station groups, or
functions:
pa call - Selects PA directory
cabin door - Selects Door directory
conference - Selects conference call options
gnd crew - Selects Ground Crew call page
crew rest - Selects Crew Rest interphone page.
Push - Directly dials the selected station, station group or enables the
selected call function.
COMMUNICATIONS
Sec. 6.5 Page 22
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Cabin Interphone Directory Page
The cabin interphone directory pages are used to access subdirectory pages.
CDU cabin interphone directory pages and individual directory entries are
predefined by the airline. Each directory label is the name of a subdirectory
where the dial code labels of the individual stations or functions are listed.
Selection of the specific location(s) is accomplished on the subdirectory page.
CABIN INTERPHONE
PA
(HI
< PA ALL
< PA OVERRIDE
[=]
[=1
r=]
r=]
< PA CREW REST
PA I N
U S E
7775307
A flight deck PA to any one of 5 areas can be made from this sub-
directory.
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COMMUNICATIONS
Sec. 6.5 Page 23
Rev. 05/01/02 #8
Cabin Interphone Subdirectory Page
Selecting a dial code label on the subdirectory page initiates a call to that
station or station group.
The cabin interphone subdirectory pages are used to view and select
individual locations through their dial code labels.
Typical stations or station groups are:
Individual cabin station
Two or more cabin stations for conference calls
PA call to all cabin areas
PA call to individual cabin areas
PA priority call to all cabin areas
Ground crew alert
r=]
E3
r=i
EE}
CABIN DOOR
DR 1 RIGHT:
DR 2 RIGHT:
DR 3 RIGHT:
DR 4 RIGHT:
END CALL
14 DOOR 4L
r=]
EE}
EE}
r=i
EE}
7775308B
® Dial Code Labels
Push - Initiates a call to the appropriate station(s).
® CAB INT
Push - Returns the display to the cabin interphone main menu page.
COMMUNICATIONS
Sec. 6.5 Page 24
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Cabin Interphone Conference Page
CABIN INTERPHONE
CONFERENCE
EMERG ALL DR 1 AREA
F/A ALL
DR 2 AREA :
DR 3 AREA :
DR 4 AREA :
EE]
(=1
EH
(=1
EMERG ALL
Sounds one HI-LO chime and illuminates all cabin interphone stations.
F/A ALL
Sounds one HI-LO chime and illuminates all cabin interphone stations.
DR X AREA
Selections sound one HI-LO chime and illuminate all the respective
handset call lights in that door area.
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COMMUNICATIONS
Sec. 6.5 Page 25
Rev. 05/01/02 #8
Cabin Interphone Ground Crew Page
CABIN INTERPHONE
GNDCREW
GNDCREW
^ J J
7775308D
® GNDCREW
Ground Crew call sounds one aural horn in wheel well with each
selection.
COMMUNICATIONS
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Cabin Interphone Crew Rest Page
CABIN INTERPHONE
CREW REST
CREW REST
^ J J
7775308E
® CREW REST
Crew Rest will connect the Flight Deck with the pilot Crew Rest
interphone.
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COMMUNICATIONS
Sec. 6.5 Page 27
Rev. 05/01/02 #8
MFD COMMUNICATIONS FUNCTIONS
Introduction
The MFD communications functions are used to control data link features.
Data link messages not processed by the FMC are received, accepted,
rejected, reviewed, composed, sent, and printed using communications
functions on the MFD. Data link communications can be established with
participating ATC and company locations. ACARS and data link radio
management functions are provided through communications management
menus.
The display select panel communication (comm) display switch displays the
communications main menu on the selected multifunction display (MFD).
Communications functions are selected using the cursor control device.
Message text entry is accomplished by entering data into the CDU scratchpad
and transferring it to the appropriate area. Messages can be printed on the
flight deck printer. Incoming message traffic is annunciated by EICAS
communications messages.
Illustrations shown in this section depict the COMM menu with all features
enabled. ATC data link requires appropriate airplane and ATC capability.
FLIGHT INFORMATION descriptions are not included.
COMMUNICATIONS
Sec. 6.5 Page 28
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Communications Menus
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
MENU HEADING LINE
MENU/DATA AREA
EXIT
MENU
MFD
Note: Shown with all menu functions active.
77710005
The COMPANY menu is basically an ACARS menu known as Flight Deck
Comm. It is customized by Continental to provide maximum flexibility to the
crew in obtaining flight information such as weather, block and flight times,
information from Dispatch or Maintenance Control, and the ability to send
status reports on ETA, holding, diversions, delays and other information.
ACARS can communicate data over either VHF or SATCOM.
NEW MESSAGES display messages up linked that have not yet been
reviewed. Once reviewed, these messages move to the REVIEW category.
REVIEW provides the means to review previously up linked company or
ATC messages. The messages in REVIEW have a time stamp included.
ATC pages provide the means to LOG ON to an ATC facility equipped to
participate in CONTROLLER PILOT DATA LINK COMMUNICATIONS,
(CPDLC).
COMMUNICATIONS
777
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The MANAGER category enables/disables control of ACARS, Data
frequencies, ADS functions, Data Link Reset, SATCOM and VHF logs and
other functions.
FLIGHT INFORMATION is not an active function at this printing. It is
reserved for Air Traffic Service (ATS) functions such as Digital ATIS,
Clearance Request functions and Tower weather updates provided via a
message protocol not yet enabled on the B777.
Selectable menu items (active functions) have white text on a gray
background. Inhibited items have cyan text on a black background with a
cyan border. Inhibited items cannot be selected. The background color for a
selected top level function is green.
Selecting ATC, FLIGHT INFORMATION, COMPANY, REVIEW,
MANAGER, or NEW MESSAGES selection:
• Places the appropriate title in the menu heading line
• Displays the subordinate menu selections for that function in the menu /
Subordinate menu items which lead to subsequent subordinate menu(s) are
followed by three dots (...). Making a selection from the subordinate menu
places the title of that function in the menu heading and displays a new
subordinate menu or data.
data area.
COMMUNICATIONS
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Communications Control and Input Functions
Communications menus, controls, and data input methods are similar for
ATC, FLIGHT INFORMATION, and COMPANY functions. Basic functions
are explained here.
Command Key Locations
ATC
REVIEW
FLIGHT
INFORMATION
MANAGER
I t t
COMPANY
NEW MESSAGES
t— i
ACCEPT DELETE
DISPLAY
REPORT
SEND
VERIFY
LOAD
FMC
PRINT
PRINT
LIST
ARM
DISARM
DISPLAY
REQUEST
RESET
RESET
ALL
APPEND CANCEL
REJECT
REASONS
RETURN
EXIT
EXIT
MENU
REJECT
Communications command keys are displayed at the bottom of
communications pages. Command keys change as appropriate for pages
displayed. Each key has a label which changes based on the page displayed
and the possible action. Only one label is displayed in a single location for a
specific condition on the page.
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COMMUNICATIONS
Sec. 6.5 Page 31
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Command Key Functions
The following table describes the key functions and labels for all COMPANY
and ATC functions.
Command
key label
Displayed/Inhibited
Key function
ACCEPT
(uplink
messages)
Displayed when:
• Message requires an
accept / reject response,
and
Select:
• Message acceptance
downlinked to message
sender
• All message pages have
been displayed.
• ACCEPT & REJECT keys
removed
Inhibited for first 2 seconds of
message display.
• Message status displayed
in info box
• CANCEL command key
displayed.
APPEND
(company
downlink
accept /
reject
response)
Displayed when:
• All pages of the
uplinked message have
been displayed, and
• Company data link
capability is operational.
Inhibited when:
• For first 2 seconds of
uplink display, or
• When company data
link capability is not
operational.
Select:
• Uplink message is
removed, and
• Downlinked message page
is displayed.
ARM (ATC
downlink
reports)
Displayed when an armable
report is open:
• REPORT LEAVING
• REPORT LEVEL
• REPORT PASSING
• REPORT REACHING.
Select:
• Arms the report for
automatic downlink to
ATC when report
conditions are met
• Key function changes to
DISARM
• Report status changes
from OPEN to ARMED.
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Command
key label
Displayed/Inhibited
Key function
CANCEL
Displayed when:
Message is removed.
• Uplink message is
displayed which does
not require an accept or
reject response, or
• An uplink message is
displayed which has
been accepted, rejected,
or
• Review message is
m i cn 1 avpn
Inhibited for first 2 seconds of
message display.
DELETE
(ATC
reports)
Displayed when a downlink
report page is open for entry.
Select:
• Deletes the report without
sending
• Displays the COMM menu.
DISARM
(ATC
reports)
Displayed when an armable
report is ARMED:
• REPORT LEAVING
• REPORT LEVEL
• REPORT PASSING
• REPORT REACHING
Select:
• Disarms automatic report
downlink to ATC
• Key function changes to
ARM
• Report status changes
from ARMED to OPEN.
DISPLAY
REPORT
Displayed after accepting an
uplink message which contains
a report.
Displays the downlink report
attached to an uplinked message.
DISPLAY
REQUEST
Displayed after accepting an
ATC uplink message which
contains a request.
Downlink request which required
an ATC response is displayed.
EXIT
Displayed when:
• A downlink message is
displayed or
• A manager page is
displayed.
COMM main menu is displayed.
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COMMUNICATIONS
Sec. 6.5 Page 33
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Command
key label
Displayed/Inhibited
Key function
EXIT MENU
Displayed when menu is
displayed.
COMM main menu is displayed.
LOAD FMC
(ATC
uplink)
Displayed when uplinked ATC
message contains data which
can he loaded into the FMC.
Inhibited when active route is in
a MOD condition.
Select:
• FMC data is transferred
into the active route and
• FMC modification is
started.
PRINT
Displayed when:
• Displayed message can
be printed and
• Printer is available.
Inhibited when printer is not
available.
Message is sequenced for printing.
PRINT LIST
Displayed when:
• New message list page
is displayed or
• Review list page is
displayed.
Inhibited when printer is not
available.
All messages in the list are
sequenced for printing.
REJECT
(uplink
messages)
Displayed when:
• Message requires an
accept / reject response
and
• All message pages have
been displayed.
Inhibited for first 2 seconds of
message display.
Select:
• Message rejection
downlinked to message
sender
• ACCEPT and REJECT
command keys removed
• CANCEL command key
displayed
• Message status displayed
in info box, and
• Message cleared from the
display 5 seconds after
status changes to
REJECTED.
COMMUNICATIONS
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Command
key label
Displayed/Inhibited
Key function
REJECT
REASONS
(ATC reject
downlink)
Displayed when an uplink
message requires an accept or
reject response.
Displays REJECT REASON page.
RESET
(downlink
pages)
Displayed when downlink page
is displayed.
Message parameters are reset to
their default values.
RESET ALL
(ATC
downlink
pages)
Displayed when ATC VERIFY
REQUEST page is displayed.
Select:
• All request parameters on
the VERIFY REQUEST are
set to reset / default values
• ATC combined request
pages are reset, or
• COMM main menu is
displayed.
RETURN
Displayed when:
• A review message is
displayed, or
• A downlink message is
displayed, or
• A VERIFY REQUEST page
is displayed, or
• A manager page is
displayed.
Previous list page, request page, or
menu is displayed.
SEND
(downlink
messages)
Displayed when:
• Required data complete
and
• All company message
pages have been
displayed.
Inhibited when transmission
queue is full.
Select:
• Message transmission
initiated,
• Message status displayed
in info box, and
• Message cleared from the
display 5 seconds after
status changes to SENT.
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COMMUNICATIONS
Sec. 6.5 Page 35
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Command
key label
Displayed/Inhibited
Key function
STANDBY
(ATC
uplink
messages)
Displayed when:
• Uplinked message is
received which requires
an accept / reject
response, and
• STANDBY has not been
previously selected for
this message.
Standby response is sent.
VERIFY
Displayed when data is entered
on more than one of the
following ATC pages:
• ALTITUDE REQUEST
• ROUTE REQUEST
• SPEED REQUEST.
Displays VERIFY REQUEST page.
COMMUNICATIONS
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INTENTIONALLY LEFT BLANK
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COMMUNICATIONS
Sec. 6.5 Page 37
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Text Entry
□□□□□□□□□□
Required Entry
(box prompt)
Optional Entry
(dash prompt)
■ Required Format
(special characters)
Downlink message pages provide text entry fields. Scratchpad entries transfer
to selected entry fields when a cursor select switch is pushed. Scratchpad
entries blank when successfully transferred. Scratchpad entries remain and an
invalid entry message is displayed on the MFD when the entry is not valid.
An entry field resets to a default value when a blank scratchpad is transferred.
An entry field blanks when a space is transferred. An entry field resets to the
default entry prompt when delete is transferred.
Box and dash prompts indicate the maximum number of characters allowed.
Some entry fields have format requirements. Entry prompts display the
required entry format, with special characters separating entry boxes. The
required data is entered without the special characters or spaces. Scratchpad
data is transferred to entry boxes after being checked for proper format.
Invalid data or format prevents transfer and displays an invalid entry
message.
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Menu Entry Fields
Menu Entry Field
(not selected)
Menu Entry Field
(selected)
LIST ITEM 1
LIST ITEM 2
LIST ITEM 3
77710008
Menu entry fields are used to make text entry selections from a list. Menu
entry fields distinguish mandatory versus optional entry in the same manner
as CDU entry field.
The menu entry field is distinguished from other entry fields by the pointer to
the right of the field.
When initially selected, a list of menu items is displayed to the side of the
pointer. If an item from the list is then selected using the cursor and cursor
select switch, that item is transferred to the entry field. If the menu prompt is
selected again and the CDU contains a valid value, that CDU value is
transferred to the entry field. Actions for invalid values, an empty scratchpad,
space characters, and the delete key are the same as for the CDU entry field.
When the entry field is selected with text already inserted, the menu list is
removed from the display.
Invalid Entries
When the scratchpad contains invalid data for the entry field, the invalid entry
message is displayed in the info box. Re-entering valid data clears the invalid
entry message on an ATC downlink page. Selecting the exit info key also
clears the invalid entry message and removes the info box.
invalid entry messages on a company downlink page must be individually
cleared by selecting the exit info key before valid data is re-entered into the
field.
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COMMUNICATIONS
Sec. 6.5 Page 39
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Message List
Message titles and related information can be displayed in a list. The
illustration shows the review message list. A similar list is available for new
MESSAGES.
The new message list is sorted by the time of receipt, the most current
message at the top. ATC uplink messages have an ATC label to the right of
the message block. The message remains in the list until it is accepted,
rejected, or displayed. Messages requiring an accept / reject remain in the list
until the accept/reject response is accomplished.
Selecting an item from the list with the cursor and pushing the cursor select
switch displays the message page. Lists are also used to view new messages.
©-
ATC
REVIEW
1848Z
1842Z
1832Z
1820Z
FLIGHT
INFORMATION
MANAGER
COMPANY
new messages
Ted"
vhf-voice contact accepted
weather displayed*
ATIS
DISPLAYED
■©
Current Time
Displays current time.
Message Time
For new messages - Time the message is received.
For review messages - Time the message is received or sent.
Message Title
Displays message title information.
Message Status
Only displayed for review list boxes.
The appropriate status indicator is displayed.
COMMUNICATIONS
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Message Display Format
FLIGHT
INFORMATION
COMPANY
MANAGER NEW MESSAGES
GATE INFORMATION ACCEPTED ~+
Flight: XX127
Gate : B1
ETA : 1245Z
A typical message display format is shown. Messages selected from a list are
displayed in this format.
Note : Selection of a main menu item exits the message page.
w Message Time
For downlink messages - current time.
For new messages - time the message is received.
For review messages - time the message is received or sent.
© Message Title
Displays message title information.
@ Review State
Only displayed for review messages.
The appropriate state indicator is displayed.
® Message Content
Located between the title and the keys.
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COMMUNICATIONS
Sec. 6.5 Page 41
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Exclusive and Nonexclusive Select Keys
Manager and new message pages can contain select keys to activate features.
Pushing the cursor select switch when the key is highlighted makes the
selection. A second selection of a nonexclusive key toggles to the deselected
state.
&
♦
♦
Not selected
(gray background)
Selected (green
diamond, gray background)
Inhibited (cyan
diamond, gray background)
d>
Not Selected (gray background)
Selected (green check,
gray background)
Exclusive Select Key
The diamond-shaped exclusive select keys are used to select a single
feature from a group. Selecting a key activates the feature and all other
exclusive select keys in that group are deselected. The keys are displayed
in their selected or default condition. If selection is required, the send
key is not displayed until a selection is made.
® Nonexclusive Select Key
The square-shaped nonexclusive select keys are used to select multiple
features. Selecting a key activates the feature. The keys are displayed in
their previously selected or default condition. If selection is required, the
send key is not displayed until a selection is made.
COMMUNICATIONS
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Information Messages
Messages are displayed in an information box at the bottom of the MFD. The
information box covers command keys. Information messages, such as
invalid entry, are cleared by selecting exit info. Some information messages
automatically disappear.
ABORTED
77710012
® Information Message Text
The text starts at the left of the box.
® exit info Key
Select - Removes the information box for the displayed message from the
display.
EXIT
INFO
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COMMUNICATIONS
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Communications Information Messages
Communications information messages are described in the following table.
Information
Message
Condition
ABORTED
ATC connection not established, lost, or loss of handoff to a
new active center, while a message is transmitting, or before
acceptance.
ACCEPTED
ACCEPT response received.
ACCEPTING
ACCEPT response sent.
DISPLAYED
All pages of a message not requiring an ACCEPT or REJECT
response have been displayed.
COMM MASTER
TRANSITION - ALL
COMPANY
MhbbAObb LOST
Data link air / ground link switched to a new ground station
while company messages are being received or transmitted.
All uplinked or downlink incomplete company messages are
lost and must be created again and transmitted. ATC uplink
and downlink messages are queued and transmitted after
connection is again established.
INCOMPLETE
MESSAGE
Only part of the displayed message is received.
INVALID ENTRY
An entry box is selected and the CDU scratchpad value is not
valid.
LOADING
ATC uplink route modification is loading into the FMC.
MESSAGE TO
PRINTER
Selected message(s) sent to printer.
NO ACCEPT
(company)
ACCEPT response is not successfully transmitted or an ACCEPT
response is not required.
NO PRINT
An attempt to send a message(s) to the printer is unsuccessful.
NO REJECT
(company)
REJECT response is not successfully transmitted or a REJECT
response is not required by the message.
NO SEND
An attempt to send a downlink message is unsuccessful.
PRINTING
ATC message is printing.
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Information
Condition
REJECTED
REJECT response received.
REJECTING
reject response transmitting.
SENDING
The downlink message is sent.
SENT
The downlink message is received.
UNABLE TO LOAD
ATC uplink route modification can not be loaded into
the FMC.
COMMUNICATIONS
777
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Uplink Message
. ATC
• COMM
ATC Uplink
Message Block
Fuel Display
El CAS
77710013
ATC Uplinks
Arriving ATC uplink messages are annunciated by an ATC communications
message, a HI-LO chime, and the display of the E1CAS ATC message block.
The message text is displayed below the normal EICAS engine display.
Uplink messages too large to fit in the message area display the message
large atc message. The message text is displayed using the new message
menu selection.
Company Uplinks
Arriving company uplink messages are annunciated by a COMM
communications message and a HI-LO chime.
COMMUNICATIONS
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Accept, Cancel, Reject Uplinks
ATC messages requiring an accept or reject response display those options in
the EICAS display. The message page displays accept, cancel, reject, and
reject reasons keys at the bottom. Select accept, or reject to respond to
the uplink message. Selecting cancel withdraws a previous accept or reject
downlink message. Select reject reasons to inform ATC why the message
is rejected.
Company messages can be accepted or rejected on the message page.
After making a selection, the status changes to accepting/rejecting while the
response is transmitting. When ATC or the company receives the response,
the message status changes to accepted/rejected.
The accept, cancel, and reject buttons on the glareshield perform the same
function as the same keys on the MFD.
Standby Response
When more time is required to respond to an ATC uplink, use the standby
key to send a delay notification.
Reject Reasons Page
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
1234Z REJECT REASONS
DUE TO AIRCRAFT PERFORMANCE
DUE TO WEATHER
NOT CONSISTENT, PLEASE RE-SEND
FREE TEXT:
RESET RETURN EXIT
If the response to an ATC uplink message is to reject the message, the reject
reasons key can be selected to inform ATC why the clearance message is
being rejected. Up to three lines of text can be included. Select reject to
send the reject message with the applicable reasons.
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COMMUNICATIONS
Sec. 6.5 Page 47
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ATC DATA LINK
ATC data link communicates with participating air traffic control centers,
reducing the need for VHF voice communications. Airplane situation reports,
route changes, speed and vertical clearances, and voice contact requests can
be sent or received as appropriate. The COMM display ATC menu selection
allows display of downlink message pages.
Uplink and downlink messages are stored. All messages are assigned the time
of receipt / transmission and are printable.
ATC data link requires manual logon to a participating ATC facility. Once
logged on, transfer to adjacent ATC facilities is normally automatic.
Crew Feedback
ATC uplinks containing clearance data that the crew can set on the MCP or
EFIS control panel have a crew feedback display function. When the message
is displayed on EICAS or the message page, the data values change from
white to green when properly set by the crew. Data which provides feedback
is:
• MCP speed • Transponder code
• MCP heading • VHF frequency
• MCP altitude • HF frequency
• Altimeter setting
FMC Data Loading
Some ATC uplinks contain data for loading into the FMC. Display of the
load fmc command key indicates that FMC data is available for loading.
Selecting load fmc transfers data to the FMC and creates an FMC
modification.
Both MFD information messages and FMC scratchpad messages provide
indications of loading progress.
COMMUNICATIONS
Sec. 6.5 Page 48
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ATC MENU
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
ATC
ALTITUDE
REQUEST
WHEN CAN WE
EXPECT
EMERGENCY
REPORT
ROUTE
REQUEST
VOICE CONTACT
REQUEST
ATC REQUESTED
REPORTS...
SPEED
REQUEST
LOGON / STATUS
POSITION
REPORT
CLEARANCE
REQUEST
FREE TEXT
MESSAGE
77710014
The ATC menu provides access to ATC downlink pages.
For a complete description of individual pages see Section 3-1, ATC PAGES.
FLIGHT INFORMATION MENU
The flight information function is reserved for future use. The
communications main menu flight information selection is inhibited.
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COMMUNICATIONS
Sec. 6.5 Page 49
Rev. 05/01/02 #8
COMPANY MENU
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
COMPANY
INITIALIZE
IN-RANGE
REPORT
FREE TEXT
ATIS
SOCC POSITION
REPORT
SITUATION
WEATHER
REQUEST
ENGINE DATA
SENSOR STATUS
TAKEOFF DELAY
ETA UPDATE
PRINTER TEST
RETURN TO
FIELD
DIVERSION
REPORT
OOOI TIMES
VHF LINK TEST
HOLD
DELAY
MESSAGES
REQ OCEANIC
CLEARANCE
REQUEST GATE
POST FLIGHT
REPORT
LANDING GROSS
WEIGHT
EXIT
77710064A
The Company main menu may be accessed by selecting the company
function.
• COMPANY in the Bill is used to describe ACARS data
communications. The acronym AOC communications where used, refers
to Aircraft Operational Control. AOC is Company voice or ACARS data
communications as distinguished from ATC or ATS communications.
• ATS is Air Traffic Service. The term is used to describe a service usually
provided by an ATC unit. Digital ATIS or PDC would be an example of
an ATS function.
COMMUNICATIONS
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Initialize
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
INITIALIZE
FLTNO
DATE
DEP
DES
FLT TIME
FOB ._LBS
BD FUEL GALS
GALS
LTRS
DENSITY 6.7 LBS/GAL
0
AUTO
SEND
RETURN
EXIT
The INITIALIZE page is used to initialize the system.
The auto box defaults to checked.
Selecting the send prompt sends the request for auto initialization. When
selected, send changes to sending, followed by sent when the message is
acknowledged by the service provider; ARINC, SITA, etc.
When the ground system responds with the INITIALIZE up link, the
crew will observe an EICAS comm message, accompanied by a high-low
chime.
All fields will be completed by the INITIALIZE up link if
communications are available, except BD FUEL. This field is completed
by crew entry after the fuel slip is received.
The FLT NO field propagates from ROUTE page 1 .
BD FUEL defaults to Gallons. Liters may be selected by the crew if
applicable.
Selection of page 2 brings up the CALCULATE FUEL ONBOARD
page.
If LTRS is selected, BD FUEL will show LTRS, and DENSITY will
show LBS/LTR.
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COMMUNICATIONS
Sec. 6.5 Page 51
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• DENSITY defaults to 6.7 pounds per gallon (1.8 lbs. / ltr), and may be
modified by the crew.
• If the system is no comm (data Communications lost), the system must be
manually initialized by crew entry .
Calculate Fuel On Board
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
CALCULATE FUEL ON BOARD
FOB nnn.n LBS
BOARDED FUEL nnnnn GALS (or LTRS)
ARR FUEL nnn.n LBS
CALULATED FOB nnn.n LBS
RE-CHECK FUEL ENTRIES ERROR > 2%
0
77710068
This page accessed from the INITIALIZE page.
The system uses the sum of sensed FOB and crew entered BOARDED
FUEL.
This sum is added to the POST FLIGHT REPORT FOB from the
previous flight leg and the result is displayed as the CALCULATED
FOB.
The CALCULATED FOB is then compared to the sensed FOB.
If there is a difference greater than 2 percent between CALCULATED
FOB and sensed FOB, the error message RE-CHECK FUEL ENTRIES
ERROR >2% is displayed on both the INITIALIZE and CALCULATE
FOB pages. Entries can be made or edited on either of these two pages.
COMMUNICATIONS
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ATIS
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
ATIS
DEPARTURE
<3> ARRIVAL
<3> SINGLE REQUEST
<3> AUTO UPDATE
<^> TERMINATE AUTO
UPDATE
- -> STA
- -> STA
- -> STA
SEND
RETURN
EXIT
77710066
• STA requires a four character ICAO station identifier.
• The page will default to DEP during gate and taxi out operations.
• The page will default to ARR if the aircraft is in flight or on the ground
taxiing in. Default changes to DEP at block in.
• The automatic update feature, when selected, will automatically send a
new ATIS message when available. Only one station may be selected for
automatic updates.
• If automatic updates are desired from another station, automatic updates
must be terminated from the previous station.
• TERMINATE AUTOMATIC UPDATES will suspend the automatic
updates for the selected station.
• The send prompt must be selected to generate the request for ATIS.
Note : The AUTO UPDATE feature may not be available at most airports.
It is a function of the Service Provider generating the report; i.e.:
ARINC, SITA, ETC.
Ill
Flight Manual
Continental
COMMUNICATIONS
Sec. 6.5 Page 53
Rev. 05/01/02 #8
Weather Request
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
WEATHER REQUEST
ACTUAL
] FORECAST
] SIGMET [STATION]
PIREPS
CONVECTIVE SIGMET
[U.S. ONLY]
STA K E W R
STA
STA
L^EAST
1 CENT
1 WEST
SEND
RETURN
EXIT
77710069
• Entered stations can be three or four character identifiers.
• SIGMENTS are station reports for icing, severe turbulence or volcanic
ash.
• CONVECTIVE SIGMENTS are U.S. reports separated into three regions
defined by 87 degrees and 107 degrees west longitude. The three regions,
EAST, CENT and WEST are only displayed when the CONVECTIVE
SIGMENTS box is checked.
• The ACTUAL weather STA defaults to the departure station if the flight
is at the gate or taxiing out but not OFF; and to the destination station if
the flight is airborne or has landed but not reached the gate.
• CONVECTIVE SIGMENTS are routed directly to the printer due to their
length.
COMMUNICATIONS
Sec. 6.5 Page 54
Rev. 05/01/02 #8
Continental
111
Flight Manual
Takeoff Delay
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
TAKEOFF DELAY
Estimated delay from now
to OFF time in minutes: fj fj fj
| ATC
| ARPT TFC
| WT / BALANCE
OTHER:
HOLD FOR LOADING
WEATHER
MAINTENANCE
SEND
RETURN
EXIT
This report is used to inform the dispatcher the crew's estimate of the
estimated take off time.
Selectable reasons for delays are chosen using the CCD, and three lines
are available for free text following OTHER.
This estimated take off time is added to the flight plan ETE, and then to
the scheduled arrival taxi time to compute the ETA.
Ill
Flight Manual
Continental
COMMUNICATIONS
Sec. 6.5 Page 55
Rev. 05/01/02 #8
Return To Field
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
RETURN TO FIELD
DESTINATION
REMARKS:
SEND
RETURN
EXIT
• Departure station is default field.
• When sent, also transmits a gate assignment request.
• Four lines of free text is available following REMARKS:
COMMUNICATIONS
Sec. 6.5 Page 56
Rev. 05/01/02 #8
Continental
111
Flight Manual
VHF Link Test
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
VHF LINK TEST
DESTINATION : OK NO COMM
PRESS SEND TO TEST
TEST COMPLETE WHEN SENT APPEARS BELOW
SEND
RETURN
EXIT
• This page is used to verify that the VHF connection is available and
working.
• After the send prompt is selected the message is transmitted.
• When sent appears in the box, it indicates the service provider has
acknowledged the down link message with an up linked response. This
indicates the system is communicating properly. It does not indicate any
problems with missing, incomplete or incorrect messages.
Note : If an incorrect or partial message is received and data link fail is not
annunciated on EICAS, and the LINK TEST is valid, a problem
outside Flight Deck Comm (ACARS) is usually indicated. This
problem may reside in Service Provider message processing, airline
host computer processing (FOMS), or rejection of the up linked
message by the peripheral addressee, i.e., the FMC or printer.
Ill
Flight Manual
Continental
COMMUNICATIONS
Sec. 6.5 Page 57
Rev. 05/01/02 #8
Req Oceanic Clearance
0
0
(4>
ATC
FLIGHT
INFORMATION
COMPANY
MANAGER
NEW MESSAGES
1234Z
NORTH ATLANTIC OCEANIC
CLEARANCE REQUEST
XXXXXXXXX
ICAO FLT NBR: COA DDDD
ENTRY POINT: 00D0DD00DDD
ENTRY PT ETA: 0D : 0D Z
FLIGHT LEVEL: ODD
MACH: .00
REMARKS: MAX FLT LEVEL:
OTHER:
FACILITY:
SHANWICK
ALT TRACK:
SEND
RESET RETURN
EXIT
-0
i
®
®
©
(7)
ICAO FLT NBR COA
Enter actual flight number as filed. No leading zeros.
ENTRY POINT
Enter the Shanwick Oceanic boundary point LAT/LONG in the format:
N55W010 or 55N010W. Do not use the abbreviated format or the
request will be rejected; i.e. 55 ION.
ENTRY PT ETA
Enter the ETA for the Track Entry Point.
FLIGHT LEVEL
Enter the requested Flight Level.
MACH
Enter the requested MACH number using the decimal even though the
decimal already appears.
REMARKS MAX FLIGHT LEVEL
Enter the maximum acceptable Flight Level at the entry point.
ALT TRACK
Enter the Optional Track listed on the Flight Plan or other alternate track
as desired.
OTHER
Enter any remarks you wish to convey to the controller.
COMMUNICATIONS
Sec. 6.5 Page 58
Rev. 11/01/02 #9
Continental
111
Flight Manual
Landing Gross Weight
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
LANDING GROSS WEIGHT
CREW ADVISORY
BASED ON CURRENT CONDITIONS
LANDING GROSS WEIGHT
IS EXPECTED TO BE nnn.n POUNDS.
ZFW: • -
FUEL AT DEST: • -
LANDING GW: • —
PREDICTED LANDING GROSS WEIGHT EXCEEDS
MAXIMUM STRUCTURAL WEIGHT OF 460.0 KLBS
RESET
PRINT
RETURN
77710101
Continuously calculates and displays FUEL AT DEST and LANDING
GW.
Has automatic pop-up feature at 3, 2, and 1 hour prior to FMC computed
ETA.
- Pop-up activated if predicted landing gross weight is estimated to be
equal to or greater than 458 KLBS.
- A *comm is annunciated on EICAS with a high / low chime.
- Selecting the comm function on the DSP displays the LANDING
GROSS WEIGHT ADVISORY page with ZFW, FUEL AT DEST,
LANDING GW, and the statement:
BASED ON CURRENT CONDITIONS PREDICTED LANDING
GROSS WEIGHT IS EXPECTED TO BE XXX.X POUNDS.
If structural landing gross weight is predicted to be exceeded the
following statement is also displayed:
PREDICTED LANDING GROSS WEIGHT EXCEEDS
MAXIMUM STRUCTURAL WEIGHT OF 460.0 KLBS.
If a diversion is executed, the 3, 2, and 1 hour weight check is made
based on the new destination ETA. If the ETA is less than 1 hour away,
and the above conditions are met, the pop-up occurs five minutes after the
diversion is executed.
The FUEL AT DEST and LANDING GW values may be viewed anytime
during the flight by selecting comm on the DSP, COMPANY main menu,
and the LANDING GROSS WEIGHT page.
Ill
Flight Manual
Continental
COMMUNICATIONS
Sec. 6.5 Page 59
Rev. 05/01/02 #8
In Range Report
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
IN RANGE REPORT
ETA AT GATE _.
WHEELCHAIRS
ELEC CART
UNAC MINORS
OTHER:
SEND
RETURN
RED COAT
GND POWER
LAV SERVICE
] AIRCOND
EXIT
• Selecting send will down link this message via VHF communications
only. If VHF is not available, the message will be queued until VHF is
available.
• The ETA AT GATE requires crew entry. There is no default value.
• RED COAT, GND POWER and LAV SERVICE requests default to
enabled. AIR COND defaults to not enabled. WHEELCHAIR, ELEC
CART and UNAC MINORS use one or two numeric entries. If none,
leave blank.
• Four lines of free text are available following OTHER.
Note : This page will be called up automatically, if a selected MFD is in the
comm mode, when time remaining to destination is <60 minutes and
altitude is equal to or > 10,000 feet.
COMMUNICATIONS
Sec. 6.5 Page 60
Rev. 05/01/02 #8
Continental
111
Flight Manual
SOCC Position Report
ATC
REVIEW
FLIGHT
INFORMATION
MANAGER
COMPANY
NEW MESSAGES
SOCC POSITION REPORT
POS:
ALT:
EST:
NEXT:
WIND DIR/SPD:
ATA:
ETA:
POS FUEL:.
SAT: - C
El
SKY COND
TURB
CLR
IN CLDS
BTWN LYR
ON TOP
ICING
El
NONE
NONE
LITE
LITE
MOD
MOD
SVR
HVY
SEND
RESET
RETURN
EXIT
• The SEND prompt will display when all mandatory fields are entered.
When the report is completed, selecting the SEND prompt will transmit
the report to the dispatcher in SOCC.
• Mandatory fields are POS, ATA, ALT, EST, ETA, NEXT and POS
FUEL. All other fields are optional.
• Selection boxes for SKY COND, TURB and ICING are pull down type
menus; the selections will appear when the title word is selected. Eight
characters of free text can be entered under SKY COND. Four characters
of free text can be entered under TURB and ICING.
• The POS, EST and NEXT positions allow up to 15 characters, permitting
entry of named intersections as well as Latitude / Longitude.
Note : TURB and ICING prompts are displayed on page 2.
Ill
Flight Manual
Continental
COMMUNICATIONS
Sec. 6.5 Page 61
Rev. 05/01/02 #8
Engine Data Report
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
ENGINE DATA REPORT
GR WEIGHT: nnn.n
ALTITUDE: nnnnn
IAS: nnn
MACH : .nnn
TAS: nn
TAT: -nn
SAT: -nn
0
[x] PACK ON - L ON
[x] PACK - R ON
[x] ISO - L CLSD [x] ISO - C CLSD [x] ISO - R CLSD
2
SEND
PRINT
RETURN
EXIT
The ENGINE DATA REPORT is used to send an ACARS manual
engine data snapshot to maintenance due to a failure of the normal
Aircraft Condition Monitoring System (ACMF). ACMF is a high speed
data system that performs a wide range of monitoring and reporting.
Page 1 of the report is basic flight and pneumatic conditions. Most fields
are manual entry or overwrite. Some fields may default to actual current
values where they can be read by the system.
Page 2 of the report is the engine indications which are read from E1C AS
and manually entered by the crew.
COMMUNICATIONS
Sec. 6.5 Page 62
Rev. 05/01/02 #8
Continental
111
Flight Manual
Engine Data Report
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
ENGINE DATA REPORT
LEFT N1:
nnn.n
RIGHT N1:
nnn.n
EGT:
nnn
EGT:
nnn
N2:
nnn.n
N2:
nnn.n
FF:
nnnn
FF:
nnnn
OILP:
nnn
OILP:
nnn
OILT:
nnn
OILT:
nnn
OILQ:
nnn
OILQ:
nnn
VIB:
n.n
VIB:
n.n
— N1
— N1
— N2
— N2
— BB
— BB
[x] BLEED ON
[x] BLEED ON
SEND
PRINT
RETURN
EXIT
All fields are manual crew entry only. Select the send prompt when
ready to transmit the report.
Ill
Flight Manual
Continental
COMMUNICATIONS
Sec. 6.5 Page 63
Rev. 05/01/02 #8
ETA Update
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
ETA UPDATE
DESTINATION
ETA AT GATE
KEWR
OPTIONAL REASONS / REMARKS ON PAGE 2
SEND
PRINT
EXIT
77710077
• The report is inhibited on the ground.
• The report is enabled one hour after takeoff and aircraft altitude is at least
27,000 feet.
• When enabled, a snap shot of the FMC ETA is taken and saved as a
reference ETA.
• Any change in the FMC ETA > 10 minutes and stabilized for 10 minutes,
will cause this page to pop up (if the MFD is in company mode),
accompanied by a chime and E1CAS message. At that time, another snap
shot of the new ETA will be taken and become the new reference.
• If not in the COMPANY menu when a change in ETA occurs, a chime
will sound and a comm message will appear on EICAS. When the comm
button is pressed on the dsp, the ETA UPDATE page will be first to
display.
Note : A crew ETA update will override any other ETA in the Airline
system, including the destination terminal display screens.
COMMUNICATIONS
Sec. 6.5 Page 64
Rev. 05/01/02 #8
Continental
111
Flight Manual
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
ETA UPDATE
REASONS
□ DEPARTURE ATC
□ ENROUTE ATC
□ MECHANICAL
REMARKS:
SEND
□ winds
□ WEATHER
□ HOLDING
RETURN
0
EXIT
This page is optional. The reasons can be checked as desired, and up to
four lines of free text can be entered. The send prompt is displayed on
both pages of the ETA UPDATE.
Ill
Flight Manual
Continental
COMMUNICATIONS
Sec. 6.5 Page 65
Rev. 05/01/02 #8
Diversion Report
ATC
REVIEW
FLIGHT
INFORMATION
MANAGER
COMPANY
NEW MESSAGES
DIVERSION REPORT
DIVERSION STA
ETA AT GATE
REASONS
^DEP ATC
^ENR ATC
^MECH
REMARKS:
FOB
^>WINDS
^WEATHER
^HOLDING
SEND
RETURN
EXIT
77710079
• This report is inhibited on the ground.
• The DIVERSION REPORT is used to inform SOCC of a divert decision.
• When the FMC destination is changed, the new destination will propagate
to this page.
• This page will pop up automatically if in the COMPANY menu. If not, a
high-low chime will sound and a comm EICAS message will be
displayed. When the comm button is pressed on the dsp, this page will be
first to display.
• The sta, eta and fob are mandatory fields and must be entered for the
send prompt to display.
• reasons are optional and may be checked as desired.
• Three lines of free text are available to include with the message.
Note : The ETA AT GATE is SOCC Dispatcher advisory only and will not
update the system ETA since the destination airport has now
changed.
COMMUNICATIONS
Sec. 6.5 Page 66
Rev. 05/01/02 #8
Continental
111
Flight Manual
Holding Report
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
HOLDING REPORT
^ ENTER HOLD
FIX
^ LEAVE HOLD
FOB
REMARKS:
SEND
RETURN
EXIT
77710080
fix and fob are mandatory entries in order to display the send prompt.
fix can be a named intersection or a 15 character alpha-numeric Latitude /
Longitude.
Four lines of free text may be entered after REMARKS if desired.
fob will propagate from totalizer but may be modified by crew entry.
Ill
Flight Manual
Continental
COMMUNICATIONS
Sec. 6.5 Page 67
Rev. 05/01/02 #8
Request Gate
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
REQUEST GATE
SEND
ETA AT GATE
RETURN
• Selecting the send prompt will down link a request for a gate assignment
up link.
• eta is an optional entry.
Note : This ETA will not update FOMS. It is Station Operations agent
information only.
COMMUNICATIONS
Sec. 6.5 Page 68
Rev. 05/01/02 #8
Continental
111
Flight Manual
Free Text
FLIGHT
INFORMATION
NEW MESSAGES
DATA LINK NAV DATA
OP PROBLEM OP PROBLEM
• MX MESSAGE
THIS MESSAGE
WILL BE SENT TO
MAINTENANCE
CONTROL AND
DISPATCH
• The FREE TEXT message page is used to communicate with Dispatch,
Maintenance Control, or to describe a data link or nav data operational
problem.
• If the mx message diamond is selected, the frm code box is displayed,
and an optional 10 character alpha-numeric code may be entered.
• The data link op problem prompt is selected to enter text describing a
data link problem. The report will arrive in Maintenance Control and be
forwarded to a database for review by company ACARS operations or
flight technical employees.
• The nav data op problem prompt is selected to enter text describing a
problem with navigation data (i.e., a NAV database or FMC problem).
The report will arrive in Maintenance Control and be forwarded to a
database for review by ACARS operations or flight technical employees.
• Text is entered on the CDU keypad and appears in the CDU scratchpad,
and then selected to the appropriate line on this page using the cursor
control device.
• There are 8 text lines on page 1 , and 9 lines on page 2. Each line on the
MFD can accept only 24 characters due to CDU scratch pad constraints.
Note : A DATA LINK OP PROBLEM or NAV DATA OP PROBLEM
report should be followed up by a Log Book write up upon arrival.
The DLOP or NDOP report is intended to allow information transfer
while event recall is still fresh.
• A statement as to where the selected message will be addressed appears
to the right of the text lines.
Ill
Flight Manual
Continental
COMMUNICATIONS
Sec. 6.5 Page 69
Rev. 05/01/02 #8
Situation Report
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
SITUATION REPORT
^ 7500
REMARKS:
O 7700 \A
2
SEND
RETURN
RESET
EXIT
77710084
• 7500 or 7700 must be selected to display the send prompt.
• Entry of free text is not mandatory.
• Reset will blank 7500 or 7700 selection.
• Page 2 is covert 7500 report.
COMMUNICATIONS
Sec. 6.5 Page 70
Rev. 05/01/02 #8
Continental
111
Flight Manual
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
SITUATION REPORT
7500
ELAM n
paew Dyes
□ NO
PMET □ NWONKU
□ MLAC
□ ESNETNI
MEF n
tpcni Dyes
□ NO
SEND
RETURN
RESET
0
EXIT
77710085
Selecting RESET will de-select choices.
• ELAM is male; number? • MEF is female; number?
• PAEW is weapon; Y or N. • TPCNI is in cockpit; Y or N.
• PMET is temperament; unknown; calm; intense.
Ill
Flight Manual
Continental
COMMUNICATIONS
Sec. 6.5 Page 71
Rev. 05/01/02 #8
Sensor Status
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
SENSOR STATUS
AIRLINE ID:
REGISTRATION NUMBER:
0001 STATE:
ENGINES:
GND/AIR:
PARKING BRAKE:
DOORS:
FLIGHT PHASE:
RETURN
CO
N78001
OUT/OFF/ON/IN
OFF ON
GND AIR
SET RELEASED
OPEN CLOSED
nn
EXIT
This page will contain the position of various sensors aboard the aircraft.
The position or state of these sensors is required for Flight Deck Comm
to employ various triggers to generate, display or send reports. An
example would be; all doors closed, parking brake released, generates an
OUT time in the system.
• The page is for maintenance troubleshooting and has no practical
usefulness for flight crews.
COMMUNICATIONS
Sec. 6.5 Page 72
Rev. 05/01/02 #8
Continental
111
Flight Manual
Printer Test
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
PRINTER TEST
PRESS PRINT TO TEST
PRINT
RETURN
EXIT
77710087
• When the print prompt is selected the following message will be sent to
the printer.
PRINTER TEST MESSAGE
THE QUICK BROWN FOX JUMPED OVER THE LAZY DOG'S BACK.
END TEST
No send prompt is displayed.
Ill
Flight Manual
Continental
COMMUNICATIONS
Sec. 6.5 Page 73
Rev. 05/01/02 #8
0001 Times
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
FLT NO .
OUT.
IN .
BLOCK TIME
0001 TIMES
CURRENT FLIGHT
DEP / DES .
OFF
ON .
FLIGHT TIME
PRINT
RETURN
0
EXIT
The OUT, OFF, ON, IN or OOOI TIMES page is available for display
after the POST FLIGHT REPORT is sent.
Page 2 contains the relevant times for the flight leg just completed. (See
illustration next page.)
COMMUNICATIONS
Sec. 6.5 Page 74
Rev. 05/01/02 #8
Continental
111
Flight Manual
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
0001 TIMES
PREVIOUS FLIGHT
FLTNO__35
OUT 1 040
IN 2121
BLOCK TIME 1 0:41
PRINT
0
DEP / DES EGKK/KIA_H_
OFF J 102
ON 2115
FLIGHT TIME 1 0:1 3
RETURN
EXIT
The CURRENT FLIGHT OOOl times will revert to PREVIOUS
FLIGHT after the POST FLIGHT REPORT is sent.
Both pages are printable.
Ill
Flight Manual
Continental
COMMUNICATIONS
Sec. 6.5 Page 75
Rev. 05/01/02 #8
Delay Messages
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
COMPANY
INITIALIZE
IN-RANGE
REPORT
FREE TEXT
ATIS
SOCC POSITION
REPORT
SITUATION
WEATHER
REQUEST
ENGINE DATA
SENSOR STATUS
TAKEOFF DELAY
ETA UPDATE
PRINTER TEST
RETURN TO
FIELD
DIVERSION
REPORT
OOOI TIMES
VHF LINK TEST
HOLD
DELAY
MESSAGES
REQUEST GATE
POST FLIGHT
REPORT
77710097
COMMUNICATIONS
Sec. 6.5 Page 76
Rev. 05/01/02 #8
Continental
111
Flight Manual
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
DELAY MESSAGES
♦ OUT TO OFF
| <0> OFF TO ON
| O ON TO IN
MINUTES | | □ |
| MINUTES | | □ |
| MINUTES | | □
O LOADING BAGGAGE
O RAMP CONGENSTON
O ATC/GROUND CONTROL DELAYS
O AIRCRAFT DEICING
O NO PUSHBACK CREW
77710098
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
DELAY MESSAGES
<C>OUT TO OFF
| ♦ OFF TO ON
<C>ON TO IN
MINUTES | | □ |
| MINUTES I I
MINUTES | | I I
O REROUTE DUE TO WEATHER/ATC
O HEADWINDS > FORECAST
O REDUCED SPEED / VECTORING / HOLDING DUE TO ATC
77710098A
Ill
Flight Manual
Continental
COMMUNICATIONS
Sec. 6.5 Page 77
Rev. 05/01/02 #8
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
DELAY MESSAGES
O OUT TO OFF
| O OFF TO ON
| ♦ ON TO IN
MINUTES | | 1 1 |
| MINUTES | | 1 1 |
| MINUTES | | 1 1 |
O NO GATE AGENT / JETWAY DRIVER
O RAMP EQUIPMENT IN SAFETY ZONE
O NO MARSHALLER / WING WALKERS
O ATC / GROUND CONTROL DELAYS
O RAMP CONGESTION
O GATE OCCUPIED
77710098B
These pages may be accessed during any flight phase.
• There is no SEND prompt, the selections are automatically transmitted as
a separate message after the POST FLIGHT REPORT is SENT.
• These delay messages are functional as soon as installed in the aircraft.
• Please communicate these messages to assist in isolating delay events.
COMMUNICATIONS
Sec. 6.5 Page 78 777
Rev. 05/01/02 #8 Continental Flight Manual
INTENTIONALLY LEFT BLANK
Ill
Flight Manual
Continental
COMMUNICATIONS
Sec. 6.5 Page 79
Rev. 05/01/02 #8
REVIEW STATE INDICATORS
Each review message list field and each review message displays the last state
of the referenced message. Only one state can apply to a message at a time.
State Indicator
Condition
ABORTED
ATC data link connection lost before sending response to uplink
message or completing a downlink message.
ACCEPTING
The received message was displayed and an ACCEPT response
was initiated.
ACCEPTED
The received message was displayed, an ACCEPT response was
initiated, and the service provider has acknowledged receipt of
the response.
DISPLAYED
The received message was displayed (no accept / reject response
was required).
NO ACCEPT
The received message was displayed, an ACCEPT response was
initiated, but the service provider did not acknowledge receipt of
the response.
NO REJECT
The received message was displayed, a REJECT response was
initiated, but the message destination did not acknowledge
receipt of the response.
NO SEND
The downlink message was initiated to be sent and the service
provider did not acknowledge receipt of the message.
REJECTING
The received message was displayed and a REJECT response was
initiated.
REJECTED
The received message was displayed, a REJECT response was
initiated, and the message destination has acknowledged receipt
of the response.
RESPONSE
RECEIVED
ATC uplink message received in response to a downlink request.
SENDING
The downlink message was initiated to be sent.
SENT
The downlink message was initiated to be sent and the service
provider has acknowledged receipt of the message.
COMMUNICATIONS
Sec. 6.5 Page 80 777
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INTENTIONALLY LEFT BLANK
Ill
Flight Manual
Continental
COMMUNICATIONS
Sec. 6.5 Page 81
Rev. 05/01/02 #8
MANAGER FUNCTIONS
Manager Menu
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
MANAGER
ACARS
SYSTEM INFO
VHF
PRINTER
SATCOM
AUTOMATIC MESSAGES
ADS
MASTER
Typical MANAGER Menu
77710034
The MANAGER menu page provides access to the manager functions.
COMMUNICATIONS
Sec. 6.5 Page 82
Rev. 05/01/02 #8
Continental
111
Flight Manual
ACARS Manager
ATC
REVIEW
1234Z
FLIGHT
INFORMATION
MANAGER
COMPANY
NEW MESSAGES
ACARS
131.550
126 SEC
131.725
126 SEC
131.475
126 SEC
136.925
126 SEC
SECONDARY
FREQUENCY
□□□□□□
The ACARS MANAGER page provides selection of ACARS frequencies,
scan rates, and mode. Manager messages related to ACARS are on ACARS
page two.
If a frequency key is selected, the ACARS system tunes to the appropriate
frequency and scan rate. If a secondary frequency is entered, the secondary
frequency key becomes active and must be selected to tune to the secondary
frequency. Frequency and scan rate selections can be changed automatically
by ACARS.
Note : 126 seconds represents the time the system remains on that
frequency listening for data traffic before moving on to the next
frequency in the table. This is called the scan rate.
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COMMUNICATIONS
Sec. 6.5 Page 83
Rev. 05/01/02 #8
ACARS Manager Page 2/2
acars mode auto is the normal acars mode. This permits the ACARS system
to automatically select the vhf or satcom (if VHF is unavailable) mode. If
acars mode vhf is selected, acars changes to vhf. If acars mode satcom is
selected, acars changes to satcom.
atc
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
1234Z
ACARS
ACARS
+ MODE
AUTO
ACARS ACARS
MODE MODE
VHF SATCOM
(ACARS Manager Messages)
77710036
COMMUNICATIONS
Sec. 6.5 Page 84
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Flight Manual
VHF Manager
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
1234Z
VHF
DEFAULT RADIO
♦ CENTER
DEFAULT RADIO
♦ RIGHT
DEFAULT RADIO
♦ MODE: DATA
DEFAULT RADIO
♦ MODE: VOICE
(VHF Manager Messages)
77710037
Changes to the default radio selections are inhibited (cyan text) unless the
acars mode vhf is selected on page 2 of the ACARS manager pages. If the
default radio center key is selected, the center VHF radio becomes the
default radio. If the default radio right key is selected, the right VHF radio
becomes the default radio.
The VHF manager page provides the capability to select the default radio and
to configure the default radio to the voice or data mode. Manager messages
related to the VHF system are also presented on this page.
If the default radio mode data key is selected, the default radio is set to the
data mode. If the default radio mode voice key is selected, the default radio
is set to the voice mode
Note : The default radio can also be set to the data or voice mode via the
Radio Tuning Panel.
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COMMUNICATIONS
Sec. 6.5 Page 85
Rev. 05/01/02 #8
SATCOM Manager
ATC
REVIEW
1234Z
FLIGHT
INFORMATION
MANAGER
COMPANY
NEW MESSAGES
SATCOM
(SATCOM Manager Messages)
2209Z SATCOM DATA MODE NORMAL
2208Z SATCOM LINK ESTABLISHED
RETURN EXIT
The SATCOM MANAGER page displays manager messages related to the
SATCOM system.
COMMUNICATIONS
Sec. 6.5 Page 86
Rev. 05/01/02 #8
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Flight Manual
System Information Manager
ATC
REVIEW
1234Z
FLIGHT
INFORMATION
MANAGER
COMPANY
NEW MESSAGES
SYSTEM INFO
TAIL NUMBER: N78005 AIRLINE: CO
(All Manager Messages)
RETURN
EXIT
The SYSTEM INFORMATION MANAGER page displays manager
messages for all applicable systems.
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COMMUNICATIONS
Sec. 6.5 Page 87
Rev. 05/01/02 #8
Printer Manager
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
1234Z
PRINTER
COMPANY MESSAGES
FUTURE
(Display of Printer Manager Messages)
77710041A
The PRINTER MANAGER page can be set to send messages directly to the
printer. Manager messages related to the printer system are also presented on
this page.
If the company messages future key is selected, company messages are sent
directly to the printer and the 'Printer EICAS message is displayed. Future
messages are not included in the new messages or review categories.
COMMUNICATIONS
Sec. 6.5 Page 88
Rev. 05/01/02 #8
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Automatic Messages Manager
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
1234Z AUTOMATIC MESSAGES
* AUTO MESSAGES
V OFF
CONFIRM
OFF
(Automatic Messages Manager Messages)
77710041
The auto messages off selection inhibits automatic sending of flight
operations related messages. Manager messages related to the automatic
messages capability are also presented on this page.
When the automatic messages off key is selected, the confirm off key is
displayed. Selecting the confirm off key turns off the capability to
automatically send flight operations related messages.
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COMMUNICATIONS
Sec. 6.5 Page 89
Rev. 05/01/02 #8
Master Manager
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
1234Z
MASTER
DATA LINK SYSTEM
RESET
CONFIRM
RESET
(Master Manager Messages)
77710042
The master manager page provides the capability to reset the data
communication system. Manager messages related to the master features are
also presented on this page.
If the data link system reset key is selected, the confirm reset key is
displayed. If the confirm reset key is selected, the following occurs:
• ATC connection is reset to not established,
• Review messages are deleted,
• The center VHF radio is selected as the default,
• The VHF default radio set to the data mode on the ground; in the air, the
default radio is set to voice,
• ACARS is set to the auto mode,
• Automatic messages are set to on,
• The future company messages to printer feature is deselected,
• Downlink message parameters are initialized,
• Two seconds after selection, the confirm reset key is removed from the
display and the data link system reset key is displayed as not selected.
This reset does not occur at power-up.
The data communication system is automatically reset after each flight. Reset
occurs approximately 9 minutes after the last engine is shut down, and with
any passenger entry door open.
Data link capability for the flight management system, FMS, and EICAS
related maintenance functions, and cabin functions are not reset with this
feature.
COMMUNICATIONS
Sec. 6.5 Page 90
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Automatic Dependent Surveillance
ATC
REVIEW
FLIGHT
INFORMATION
MANAGER
COMPANY
NEW MESSAGES
1234Z ADS
^ ADS ARM ^ ADS OFF
^ ADS EMERGENCY ^ ADS EMERGENCY OFF
1225Z ADS CONNECTION NOT ESTABLISHED -OAKXGXA
1 120Z ADS CONNECTION ESTABLISHED -OAKXGXA
1020Z ADS CONNECTION ESTABLISHED -SEAXGXA
When Automatic Dependent Surveillance (ADS) is armed, AUTOMATIC
position report messages are sent to ATC and Company.
The ADS page controls the following airplane ADS functions:
• ads arm - Allows airplane ADS functions
• ads off - Inhibits airplane ADS functions
• ads emergency - Provides more frequent position reports.
A list of ADS connection status is displayed on the ADS page.
COMMUNICATIONS
777 Sec. 6.5 Page 91
Flight Manual Continental Rev. 05/01/02 #8
MANAGER MESSAGES
Manager messages are displayed in reverse chronological order (the newest
message is nearest the top of the display). The time of occurrence is displayed
with each message. The manager messages are listed in the following table.
Function
Manager Message
ACARS
ACARS CONNECTION ESTABLISHED
NO ACARS CONNECTION
ACARS AUTO MODE
ACARS VHF MODE
ACARS SATCOM MODE
ADS
ADS CONNECTION ESTABLISHED ATC FACILITY
ADS CONNECTION LOST ATC FACILITY
ADS CONNECTIONS LOST
VHF
VHF LINK ESTABLISHED
NO VHF LINK
VHF DATA MODE RADIO FAILURE
VHF DATA MODE RADIO NORMAL
SATCOM
SATCOM LINK ESTABLISHED
NO SATCOM LINK
SATCOM DATA MODE FAILED
SATCOM DATA MODE NORMAL
PRINTER
PRINTER OPERABLE
PRINTER NOT OPERABLE
PRINTER BUFFER FULL
COMPANY FUTURE MESSAGES TO PRINTER ON
COMPANY FUTURE MESSAGES TO PRINTER OFF
COMMUNICATIONS
Sec. 6.5 Page 92
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Function
Manager Message
AUTOMATIC
MESSAGES
AUTOMATIC MESSAGES ON
AUTOMATIC MESSAGES OFF
MASTER
DATA LINK SYSTEM RESET
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COMMUNICATIONS
Sec. 6.5 Page 93
Rev. 05/01/02 #8
NEW MESSAGES
New Messages Menu
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
1234Z
NEW MESSAGES
1228Z
CLIMB AND MAINTAIN FL330
ATC
1233Z
PASSENGER INFORMATION - CONNECTING
FLIGHTS
1220Z
WEATHER INFORMATION FOR KPDX, KSFO,
KLAX
1215Z
CONTACT DISPATCH
Typical NEW MESSAGE List
77710044
New uplink messages are displayed with ATC messages displayed above
company messages. Within ATC and company, messages are listed by the
time they are received. The newest message is at the top of the group.
Messages are removed from the list when displayed or an accept / reject
response is sent.
New messages can also be accessed by selecting the new messages menu,
which displays list boxes for all pending messages. A message is displayed
by selecting the appropriate message line.
New ATC uplinks which respond to downlink requests display a key which
displays the original downlink request.
COMMUNICATIONS
Sec. 6.5 Page 94
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Flight Manual
New Message - No Response Required
ATC
REVIEW
1233Z
FLIGHT
INFORMATION
COMPANY
MANAGER
GATE INFORMATION
Flight: XX1 27
Gate: B1
ETA: 1245Z
NEW MESSAGES
PRINT
CANCEL
Received messages remain in the new messages list until after they are
displayed. If an ACCEPT or REJECT response is required, the message
remains in the list until accepted or rejected.
The display above shows a received message that does not require a response.
The accept and reject keys are not displayed for this message. The message
can be cleared by selecting the cancel key on the MFD or pushing the cancel
switch on the glareshield.
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COMMUNICATIONS
Sec. 6.5 Page 95
Rev. 05/01/02 #8
New Message - Response Required
ATC
FLIGHT
INFORMATION
COMPANY
REVIEW
MANAGER
NEW MESSAGES
1233Z GATE INFORMATION
Flight: XX127
Gate: B1
ETA: 1245Z
ACCEPT PRINT APPEND REJECT
77710046
The display above shows a message that requires an ACCEPT or REJECT
response. The accept and reject keys are displayed.
An APPEND capability is provided for certain received messages which
require an ACCEPT or REJECT response. In this case, the append key is
displayed.
ACCEPT and REJECT prompts can be selected from this screen using the
CCD, or directly using the accept and reject buttons located on each pilot's
glareshield panel.
COMMUNICATIONS
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COMMUNICATIONS
Sec. 6.5 Page 97
Rev. 05/01/02 #8
CONTROLS AND INDICATORS
AUDIO CONTROL PANEL (ACP)
.©-
— \/t
©-
d>
MIC
CALL
MIC
CALL
MIC
CALL
MIC
CALL
MIC
CALL
MIC
L o c o R o
vhfY vhfY vhf.
FLT X CAB X PA
MIC
MIC
MIC
MIC
MIC
CALL
CALL
CALL
CALL
o
SPKR
VOR-, | ADF
l1>r
O
AFT AISLE STAND PANEL
77710047
Transmitter Select Switches
Push-
• The mic light illuminates
• The mic light for any other transmitter extinguishes
• Selects the respective transmitter (radio or intercommunications) for
transmission from this crew station (only one can be selected at a
time for each crew station)
• Selects the receiver audio on, if not already manually selected on
• Pushing the cab transmitter select switch twice within one second
places a priority call to Door 1 Left.
Second push -
• Deselects the transmitter
• Deselects receiver audio.
mic Lights
Illuminated - Indicates the transmitter is selected.
COMMUNICATIONS
Sec. 6.5 Page 98 777
Rev. 05/01/02 #8 Continental Flight Manual
© call Lights
Illuminated -
• Indicates a call on SELCAL, the flight interphone (flt), or the cabin
interphone (cab)
• Indicates a call on SELCAL, the flight interphone (flt), the cabin
interphone (cab), or SATCOM (sat)
• Resets when the respective transmitter select switch is pushed or, if
already pushed, by pressing a mic/interphone switch
• Resets when the respective transmitter select switch is pushed or, if
already pushed, by pressing a mic/interphone switch (the satcom
call light remains illuminated until the call ends)
• PA does not have a call light.
® MIC/INTERPHONE Switch
mic - Keys the boom microphone or oxygen mask on the selected radio
transmitter or other system.
Center - Off position (spring-loaded to center).
int - Keys the boom microphone or oxygen mask on the flight interphone.
® vor/adf Receiver Selector
Selects the VOR or ADF receiver to be monitored:
• vor l - Left VOR
• vor r - Right VOR
• adf l - Left ADF
• adf R - Right ADF.
® Receiver Lights
Illuminated - Indicates the respective receiver volume control is manually
selected on.
® Receiver Volume Controls
Push - Turns the respective receiver audio on or off.
Rotate - Controls receiver volume.
COMMUNICATIONS
777
Sec. 6.5 Page 99
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Flight Manual
Continental
®
Speaker (spkr) Volume Control
Push - Turns the respective flight deck speaker on or off.
Rotate - Controls flight deck speaker volume.
Note : Inoperative on first observer audio control panel.
Note : Inoperative on first and second observer audio control panels.
Selects the approach receiver to be monitored:
• app l - Left ILS
• app c - Center ILS
• app R - Right ILS
• mkr - Marker beacon.
© Navigation Filter Selector
Filters VOR, ADF, ILS, or DME audio:
• v (voice) - Only the voice audio is heard
• B (both) - Both the voice and range audio are heard
• R (range) - Range audio (navigation aid Morse code identifier) is
heard.
Note: Marker beacon audio and DME identifier are available in all
Approach (app) Receiver Selector
positions.
COMMUNICATIONS
Sec. 6.5 Page 100 777
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INTENTIONALLY LEFT BLANK
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COMMUNICATIONS
Sec. 6.5 Page 101
Rev. 05/01/02 #8
RADIO SYSTEM
Radio Tuning Panel
<2)
<2>,
®
®
[V\) (10)
AFT AISLE STAND PANEL
77710048
Radio Tuning Panel off Light
Illuminated - The radio tuning panel is off.
Radio Tuning Panel (pnl) off Switch
Push - Disconnects the panel from the communication radios.
ACTIVE Frequency Window
Displays the tuned frequency of the selected radio.
Displays data if the selected radio is in the data mode (not applicable for
vhf l).
Offside Tuning Light
Illuminated -
• The radio normally associated with this panel is being tuned by
another radio tuning panel, or
• The radio tuning panel is being used to tune a radio not normally
associated with this radio tuning panel.
Note : The left radio tuning panel is normally associated with vhf l and
hf l. The right radio tuning panel is normally associated with
vhf R and hf R. The center radio tuning panel is normally
associated with vhf c.
COMMUNICATIONS
Sec. 6.5 Page 102
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Flight Manual
©
Frequency Transfer Switch
Push-
• Transfers the STANDBY window frequency to the ACTIVE window
and tunes the selected radio to the new active frequency
• Transfers the ACTIVE window frequency to the STANDBY
© STANDBY Frequency Window
Displays the preselected or previously tuned frequency of the selected
radio.
With data link installed, displays data when selection of the frequency
transfer switch would reconfigure the selected radio to the data mode (not
applicable for vhf l).
® Frequency Selector
• Outer knob - Selects the portion of the STANDBY frequency to the
left of the decimal point
• Inner knob - Selects the portion of the STANDBY frequency to the
right of the decimal point
Push-
• Selects the radio to be tuned
• The tuned frequency is displayed in the ACTIVE frequency window
• The standby frequency is displayed in the STANDBY frequency
window.
Rotate -
©
Radio Tuning Switches
window.
Radio Tuning Lights
Illuminated - Indicates the selected radio.
COMMUNICATIONS
777 Sec. 6.5 Page 103
Flight Manual Continental Rev. 05/01/02 #8
© am Switch
Push - Sets the am (Amplitude Modulation) or usb (Upper Side Band)
mode for the selected HF.
@ am Light
Illuminated - hf am is selected.
Extinguished - hf usb is selected.
@ HF Sensitivity Control
Rotate - Adjusts the sensitivity of the on-side HF receiver.
COMMUNICATIONS
Sec. 6.5 Page 104
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Radio Tuning Panel Indications
© Kdata
•PANEL
id i irn
i C u i D u
FAIL
RADIO TUNING PANEL
data Mode
Displays data in the ACTIVE frequency window when the selected radio
is being used in the data mode.
RADIO FAIL
Displays dashes in both windows when the selected radio has failed or
has been disconnected.
PANEL FAIL
The radio tuning panel is failed.
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COMMUNICATIONS
Sec. 6.5 Page 105
Rev. 05/01/02 #8
MISCELLANEOUS COMMUNICATION CONTROLS
Headphone / Boom Microphone (Typical)
SIDEWALL PANELS
77710050
® Headphone
Used to monitor audio from the respective audio control panel.
Audio volume is adjusted using audio control panel controls for the
associated station.
Available at all flight deck stations.
® BoomMic
Activation of a control wheel, glareshield or audio control panel
mic/interphone switch transmits on the system selected for use at that
station.
COMMUNICATIONS
Sec. 6.5 Page 106
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Hand Microphone (Typical)
SIDEWALL PANELS
77710051
® Hand Microphone Push-To-Talk Switch
Push - Activates the hand microphone.
© Hand Microphone
Transmits on the system selected by the audio control panel.
Available at the captain, first officer and first observer stations.
Optional for the second observer station.
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COMMUNICATIONS
Sec. 6.5 Page 107
Rev. 05/01/02 #8
Enabled when the oxygen mask doors are open. The boom microphone is
disabled.
Activation of a control wheel, glareshield or audio control panel
mic/interphone switch transmits on the system selected for use at that station.
COMMUNICATIONS
Sec. 6.5 Page 108
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Control Wheel Microphone / Interphone Switch
CONTROL WHEELS
77710053
Control Wheel mic/interphone Switch
mic - Allows transmission on the selected transmitter.
center - Off position (spring-loaded to center).
int - Allows transmission on the flight interphone system.
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COMMUNICATIONS
Sec. 6.5 Page 109
Rev. 05/01/02 #8
Glareshield Microphone Switch
GLARESHIELD PANEL
77710054
Glareshield mic Switch
Push - Allows transmission on the selected transmitter.
COMMUNICATIONS
Sec. 6.5 Page 110
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Flight Manual
Service Interphone Switch
SERV
INTPH
ON
OVERHEAD PANEL
77710055
(D Service Interphone Switch
off - Allows independent operation of the service and flight interphone
systems.
on - Connects the service and flight interphone systems.
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COMMUNICATIONS
Sec. 6.5 Page 111
Rev. 05/01/02 #8
Handset
&
00©
©©©
© ©©
©@®
^Pas
3
-©
®
AFT AISLE STAND PANEL
77710056
Handset PA Push To Talk Switch
Push-
• Connects the handset microphone to the selected PA area
• Only used in the pa mode.
Handset reset Switch
Push - Cancels a call or incorrectly selected code.
Handset Numeric Keys
Push - Selecting a code calls the respective station or PA area.
Note : Dial codes entered using the handset are not displayed on the
CDU cabin interphone pages.
COMMUNICATIONS
Sec. 6.5 Page 112
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Flight Manual
Flight Deck Handset Placard
PAIL CODE DESCRIPTION DIAL CODE
EMERGENCY ALL CALL
54
PA OVERRIDE
4*
PA ALL
46
PA BUSINESS FIRST
41
PA ECONOMY
43
PA CREW REST
44
F/A ALL CALL
53
ISM /CREW REST
77
DOOR 1 AREA
71
DOOR 2 AREA
72
DOOR 3 AREA
73
DOOR 4 AREA
74
DOOR 1 LEFT
11
DOOR 2 LEFT
12
DOOR 3 LEFT
13
DOOR 4 LEFT
14
DOOR 1 RIGHT
21
DOOR2 RIGHT
22
DOOR3 RIGHT
23
DOOR4 RIGHT
24
DOOR3X- AISLE
33
AFT GALLEY
34
PILOT CREW REST
91
GROUND CREW CALL
99
7775109
• ISM / CREW REST will dial the interphone at Door 1L to conference in
the ISM with the Flight Deck and Crew Rest.
• Door 3 X-AISLE is an interphone mounted on the center-forward part of
the cabin divider at Door 3.
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COMMUNICATIONS
Sec. 6.5 Page 113
Rev. 05/01/02 #8
Flight Deck Speaker
LOWER SIDE PANELS
77710057
® Flight Deck Speaker
Controlled by the speaker volume control on the respective audio control
panel.
COMMUNICATIONS
Sec. 6.5 Page 114
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Boom Microphone / Headphone Panel
HEAD BOOM MIC
PHONE HEADSET
)
(
LEFT & RIGHT SIDEWALL PANELS
® Headphone Jack
Accepts a flight crew headset plug.
® Boom Mic Jack
Accepts a flight crew boom mic plug.
COMMUNICATIONS
777
Sec. 6.5 Page 115
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Flight Manual
Continental
Observer Audio Selector
OBS AUDIO
NORM
.F/O
AFT AISLE STAND PANEL
77710059
® Observer (obs) audio Selector
Captain (capt) - Connects the captain's hand microphone, headphone,
boom microphone/headset, oxygen mask microphone, speaker, and
mic/interphone switches to the first observer audio control panel.
Normal (norm) - The first observer audio control panel is connected to
the first observer's hand microphone, headphone, boom
microphone/headset and oxygen mask microphone.
First Officer (f/o) - Connects the first officer's hand microphone,
headphone, boom microphone/headset, oxygen mask microphone,
speaker, and mic/interphone switches to the first observer audio control
panel.
COMMUNICATIONS
Sec. 6.5 Page 116
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Data Link Accept / Cancel / Reject Switches
GLARESHIELD PANEL
77710060
Accept (acpt) Switch
Push-
• A positive response to a displayed message is downlinked to the
origin of the displayed message
• Functions the same as selecting an MFD communications display
accept command key.
© Cancel (canc) Switch
Push-
• The message is removed from the display
• Functions the same as selecting an MFD communications display
cancel command key
© Reject (rjct) Switch
Push-
• A negative response to the displayed message is downlinked to the
origin of the displayed message
• Functions the same as selecting an MFD communications display
reject command key
COMMUNICATIONS
777 Sec. 6.5 Page 117
Flight Manual Continental Rev. 05/01/02 #8
COCKPIT VOICE RECORDER SYSTEM
Cockpit Voice Recorder Panel
HEADSET
600 OHMS
COCKPIT VOICE RECORDER
OVERHEAD MAINTENANCE PANEL
7771 0067
® Cockpit Voice Monitor Indicator
Pointer deflection indicates recording or erasure on all channels.
During test, the pointer rises into the green band.
® Cockpit Voice Recorder test Switch
Push and hold for five seconds - Tests all four cockpit voice recorder
channels (1 per second).
® Cockpit Voice Recorder erase Switch
Push and hold for three seconds - Erases the voice recorder (if on the
ground, AC power on, and the parking brake is set).
® Cockpit Voice Recorder Headset Jack
A headset may be plugged in to monitor playback of voice audio, or to
monitor tone transmission during test.
COMMUNICATIONS
Sec. 6.5 Page 118
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Cockpit Voice Recorder Microphone
(D
OVERHEAD PANEL
77710061
® Cockpit Voice Recorder Microphone
Area microphone for the voice recorder.
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COMMUNICATIONS
Sec. 6.5 Page 119
Rev. 05/01/02 #8
Printer Controls
AFT AISLE STAND PANEL
77710062
(D Printer fail Light
Illuminated amber -
• The printer is failed.
® Printer low paper Light
Illuminated low paper (amber):
• The printer is low on paper.
Illuminated paper (amber):
• The paper door is open, or
• The paper is jammed.
© Blank Key
® Printer slew Switch
Push and hold - Advances the printer paper.
COMMUNICATIONS
Sec. 6.5 Page 120 777
Rev. 05/01/02 #8 Continental Flight Manual
© Printer reset Switch
Push - Resets the printer if it stops operating.
© Printer test Switch
Push-
• Tests the printer and printer lights
• Prints a test pattern.
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COMMUNICATIONS
Sec. 6.5 Page 121
Rev. 05/01/02 #8
COMMUNICATIONS
Sec. 6.5 Page 122
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Paper Loading
® Turn the paper roll in the direction of the green arrow until the paper
light turns off plus a little more.
Push the slew button until the paper exits. Paper will auto slew after 10
seconds.
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COMMUNICATIONS
Sec. 6.5 Page 123
Rev. 05/01/02 #8
P40 Service And APU Shutdown Panel
SHUTDOWN PANEL
® flight deck call - Activates the Flight Deck call chimes, illuminates the
"call" prompt on the audio selector panel "flt" key and displays the
E1CAS status message "ground call."
® flight inph - Allows ground personnel to communicate with the flight
deck via the Flight Interphone system.
® service inph - Allows ground personnel to communicate with other areas
of the aircraft (Flight Deck "serv intph" switch must be on).
® cockpit voice - Allows ground personnel to monitor CVR audio inputs.
COMMUNICATIONS
Sec. 6.5 Page 124
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COMMUNICATIONS EICAS MESSAGES
The following EICAS messages can be displayed.
Message
Level
Aural
Condition
ATC DATALINK
LOST
Advisory
An established ATC datalink has
been lost.
DATALINK LOST
Advisory
Datalink is temporarily lost.
DATALINK SYS
Advisory
Datalink system has failed.
RADIO TRANSMIT
Advisory
A VHF or HF radio is keyed for 30
seconds or more.
SATCOM
Advisory
SATCOM system has failed.
SATCOM
DATALINK
Advisory
SATCOM datalink system has failed.
SATCOM
DATALINK OFF
Memo
SATCOM system has a voice or data
mode and the voice mode is
selected.
SATCOM VOICE
Advisory
SATCOM voice communication has
failed.
SATVOICE LOST
Advisory
SATCOM voice communication is
temporarily lost.
VHF DATALINK
Advisory
VHF datalink system has failed.
VHF DATALINK
OFF
Memo
Default datalink VHF radio is in voice
mode.
Ill
Flight Manual
Continental
COMMUNICATIONS
Sec. 6.5 LEP-1
Rev. 11/01/02 #9
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ELECTRICAL
ELECTRICAL
TABLE OF CONTENTS
ELECTRICAL SYSTEM DESCRIPTION 1
Introduction 1
AC Electrical System 1
Electrical Load Management System (ELMS) 1
AC Electrical System Power Sources 1
Integrated Drive Generators (IDGs) 2
APU Generator 2
Primary External Power 3
Secondary External Power 4
AC Electrical Power Distribution 5
Cabin Systems Power (As Installed) 6
Autoland 7
AC Electrical System Schematic 9
Backup AC Electrical System 10
Backup Generators 10
Backup AC Electrical System Schematic 11
DC Electrical System 12
Main DC Electrical System 12
Main DC Power Distribution 12
DC And Flight Control Electrical Systems Schematic 13
Flight Control DC Electrical System 14
Standby Electrical System 14
Standby Electrical System Schematic 15
Main Battery 16
Standby Inverter 16
Ram Air Turbine (RAT) Generator 16
APU Battery 16
CONTROLS AND INDICATORS 19
Electrical Panel 19
Cabin Systems Power (As Installed) 22
Overhead Maintenance Panel Standby Power Switch 23
Flight Attendant Switch Panel (Door 1L) 23
IFE Master Power And PC Power Switches 24
Galley Emergency Power Off Switch 24
Electrical Synoptic Display 25
Electrical EICAS Messages 26
ELECTRICAL
Sec. 6.6 TOC-2 777
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INTENTIONALLY LEFT BLANK
ELECTRICAL
111
Flight Manual
Continental
Sec. 6.6 Page 1
Rev. 05/01/02 #8
ELECTRICAL SYSTEM DESCRIPTION
INTRODUCTION
The electrical system generates and distributes AC and DC power to other
airplane systems, and is comprised of: main AC power, backup power, DC
power, standby power, and flight controls power. System operation is
automatic. Electrical faults are automatically detected and isolated.
AC ELECTRICAL SYSTEM
The AC electrical system is the main source for airplane electrical power.
Electrical Load Management System (ELMS)
The ELMS provides load management and protection to ensure power is
available to critical and essential equipment.
With only one generator available or if the electrical loads exceed the power
available (airplane or external), ELMS automatically sheds AC loads by
priority until the loads are within the capacity of the airplane or ground power
generators. The load shedding is galleys first, then utility busses. Utility
busses are followed by individual equipment items powered by the main AC
busses. When an additional power source becomes available or the loads
decrease, ELMS restores power to shed systems (in the reverse order). The
message load shed displays on the electrical synoptic during load shed
conditions.
AC Electrical System Power Sources
The entire airplane AC electrical load can be supplied by any two main AC
power sources.
The main AC electrical power sources are:
• Left and right engine Integrated Drive Generators (IDGs)
• APU generator
• Primary and secondary external power.
The power sources normally operate isolated from one another. During
power source transfers on the ground (such as switching from the APU
generator to an engine generator) operating sources are momentarily
paralleled to prevent power interruption.
ELECTRICAL
Sec. 6.6 Page 2
Rev. 05/01/02 #8
Continental
111
Flight Manual
Integrated Drive Generators (IDGs)
Each engine has an IDG. Each IDG has automatic control and system
protection functions.
When an engine starts, with the generator control switch selected on, the
IDG automatically powers the respective main bus. The previous power
source is disconnected from that bus.
The IDG can be electrically disconnected from the busses by pushing the
generator control switch to off. The IDG can also be electrically
disconnected from its respective bus by selecting an available external power
source prior to engine shutdown. (See Primary External Power and
Secondary External Power in this section.)
The drive light illuminates and the EICAS message elec gen drive l or r
displays when low oil pressure is detected in an IDG. The IDG drive can be
disconnected from the engine by pushing the respective drive disconnect
switch. The IDG cannot be reconnected by the flight crew.
High drive temperature causes the IDG to disconnect automatically.
APU Generator
The APU generator is electrically identical to the IDG generators. The APU
generator can power either or both main busses, and may be used in flight as
a replacement to an IDG source.
If no other power source is available when the APU generator becomes
available, the APU generator automatically connects to both main AC busses.
If the primary external source is powering both main busses, the APU powers
the left main bus, and the primary external source continues to power the right
main bus. The APU generator and the secondary external source cannot both
provide power to the aircraft at the same time.
The APU generator off light illuminates when the APU is operating and the
APU generator breaker is open because of a fault or the apu generator
switch is selected off. When the apu generator switch is on and a fault is
detected, the APU generator cannot connect to the busses.
In flight, when both transfer busses are unpowered, the APU starts
automatically, regardless of selector position.
ELECTRICAL
111
Flight Manual
Continental
Sec. 6.6 Page 3
Rev. 05/01/02 #8
Primary External Power
Primary external power can power the left and right main busses. When the
primary power source voltage and frequency are within limits, the primary
external power avail (available) light illuminates. If no AC power is applied,
either external power source will power the airplane.
If no other source is powering the main busses, pushing the primary external
power switch on connects primary external power to both main busses.
When primary external power is connected to a main bus, the primary
external power on light illuminates and the avail light extinguishes.
If a single IDG powers both busses, pushing the primary external power
switch on connects primary external power to both busses and removes the
IDG source.
If both IDGs are powering their respective busses, the APU generator is NOT
running and secondary external power is NOT available, pushing the primary
external power switch on connects primary external power to both busses
and removes the IDG sources.
If both IDGs are powering their respective busses, and secondary external
power is available, pushing the primary external power switch to on
connects primary external power to the right main bus, leaving the left main
bus powered from the left IDG.
If the APU generator is running, pushing the primary external power switch
on connects primary external power to the right main bus, leaving the
previous source connected to the left main bus.
If both busses are powered from secondary external power, pushing the
primary external power switch on connects primary external power to the
right main bus, leaving secondary external power connected to the left main
bus.
Pushing the primary external power switch while primary external power is
on, disconnects primary external power. The previously connected power
source is reconnected, if available.
ELECTRICAL
Sec. 6.6 Page 4
Rev. 05/01/02 #8
Continental
111
Flight Manual
Secondary External Power
Secondary external power can power the left and right main busses. When
the secondary external power source voltage and frequency are within limits,
the secondary external power avail (available) light illuminates.
If no AC power is applied, the battery switch must be on or primary external
power must be available for secondary external power to power the airplane.
If the battery switch is on and no other source is powering the main busses,
pushing the secondary external power switch on connects secondary
external power to both main busses. When secondary external power is
connected to a main bus, the secondary external power on light illuminates
and the avail light extinguishes.
If a single IDG powers both main busses, pushing the secondary external
power switch on connects secondary external power to both busses and
removes the IDG source. Similarly, if only secondary external power is
available and both IDGs are powering their respective busses, pushing the
secondary external switch on connects secondary external power to the left
main bus. When the right engine is shut down, there is an uninterrupted
transfer of secondary external power to the right main bus.
If both IDGs are powering their respective busses, and both secondary and
primary external power are available, pushing the secondary external power
switch on connects secondary external power to the left main bus, leaving the
right main bus powered from the right IDG.
If the APU generator is running, pushing the secondary external power
switch on connects secondary external power to the left main bus, leaving the
right IDG or primary external power connected to the right main bus.
If both busses are powered from primary external power, pushing the
secondary external power switch on connects secondary external power to
the left main bus, leaving primary external power connected to the right main
bus.
Pushing the secondary external power switch while secondary external
power is on disconnects secondary external power. The previously connected
power source is reconnected, if available.
ELECTRICAL
111
Flight Manual
Continental
Sec. 6.6 Page 5
Rev. 05/01/02 #8
AC Electrical Power Distribution
AC power is distributed through the left and right main busses and the ground
service bus.
AC Main Busses
The right IDG normally powers the right main bus and the left IDG normally
powers the left main bus. The APU normally powers both main busses when
they are not powered by any other source.
When external power is connected:
• Primary external power normally powers the right main bus
• Secondary external power normally powers the left main bus.
Bus tie relays, controlled by bus tie switches, isolate or parallel the right and
left main busses. When both bus tie switches are set to auto, the bus tie
system operates automatically to maintain power to both main busses.
Power transfers are made without interruption when the airplane is on the
ground, except when switching between primary and secondary external
power sources.
The source order for powering left and right main busses in flight is the:
• Respective IDG
• APU generator
• Opposite IDG.
The main busses power individual equipment items such as:
• Cooling vent fan • Electric hydraulic pumps
• Recirculation fans • Passenger entertainment systems
• Lavatory/galley fans
Each main bus also powers its associated busses (typical loads are shown in
parentheses):
• Transfer bus (DC system transformer-rectifiers, AC standby bus)
• Utility bus (forward galley heater, chiller boost fan, gasper fan, captain's
and first officer's foot and shoulder heaters, door area heaters, lavatory
water heaters and shavers)
• Galley busses.
ELECTRICAL
Sec. 6.6 Page 6
Rev. 05/01/02 #8
Continental
111
Flight Manual
Ground Service Bus
The ground service bus is normally powered by the right main AC bus.
Alternate sources of power for the ground service bus, in priority, are:
• Primary external power
• The APU generator.
The ground service bus powers:
• The main battery charger • Miscellaneous cabin and system loads
• The APU battery charger • Left forward AC fuel pump.
Ground Handling Bus
The ground handling bus can be powered on the ground only from the
primary external power source (has priority), or the APU generator. It is
provided for loads such as cargo handling, fueling / defueling operations, and
equipment energized only during ground operations.
Cabin Systems Power (As Installed)
Electrical power to cabin systems is controlled from the flight deck.
IFE And Passenger Seats Power Control
Electrical power to the in-flight entertainment (IFE) system and passenger
seats is controlled by the ife/pass seats power switch on the electrical panel.
With the switch on, the IFE system and all passenger seats and related
systems are powered normally.
Pushing the ife/pass seats power switch off removes power from the
following:
• IFE (all components)
• Passenger seats (including seat motor power, personal computer power
outlets, and telephones).
ELECTRICAL
111
Flight Manual
Continental
Sec. 6.6 Page 7
Rev. 05/01/02 #8
Cabin And Utility Systems Power Control
Electrical power to various cabin and utility systems is controlled by the
cabin/utility power switch on the electrical panel. With the switch on, the
ground service bus, utility busses, and galleys are powered normally.
Pushing the cabin/utility power switch off removes power from items such
• Ground service bus (except main and APU battery chargers, and left
forward fuel pump)
• Utility busses
• Galleys
• Fluorescent cabin lighting
• Beacon, logo, and wing lights.
Additionally, when the cabin/utility power switch is selected off, the
following cabin lights are turned on:
• Night lights, supplemental night lights, and reading lights
• Attendant work lights and some galley / crew rest lights.
Autoland
During autoland, the busses isolate to allow three independent sources to
power the three autopilot systems:
• The left IDG powers the left AC transfer bus, the left main DC bus, and
the Captain's flight instrument bus
• The right IDG powers the battery bus and AC standby bus through the
main battery charger
• The backup system powers the right AC transfer bus, the right DC bus,
and the First Officer's flight instrument bus.
as
ELECTRICAL
Sec. 6.6 Page 8 777
Rev. 05/01/02 #8 Continental Flight Manual
INTENTIONALLY LEFT BLANK
Ill
Flight Manual
Continental
ELECTRICAL
Sec. 6.6 Page 9
Rev. 05/01/02 #8
AC Electrical System Schematic
ELECTRICAL
APU GEN
ON
L BUS TIE
AUTO
SECONDARY
EXT PWR
L GmaEJ
GEN n
CTRL. u
OFF
USD
BACKUI
L
ON
ON
-DRIVE
R BUS TIE
PRIMARY
EXT PWR
GEN
R
DISC F
L BUS TIE
L BUb
APU
''GENERATOR
SECONDARY
EXTERNAL
POWER
L MAIN )
ISLN
^MAiiT> R
GEN
CTRL
ON
PRIMARY
EXTERNAL
POWER
V
-oi<
R BUS TIE
■» C L UTILITY ~)
^^^^^^^^^
■TO DC SYSTEM!
II
R MAIN }
{ R UTILITY
f L TRANSFER } j R TRANSFER )
GENERATOR
CONTROL ISTANDBY]
GENERATOR
CONTROL
L DRIVE
Power flowing
— Power not flowing
□
R DRIVE
ELECTRICAL
Sec. 6.6 Page 10
Rev. 05/01/02 #8
Continental
111
Flight Manual
Backup AC Electrical System
The backup electrical system is designed to automatically provide power to
selected airplane systems. The system transfers power without interruption.
The backup electrical system automatically powers one or both transfer
busses when:
• Only one main AC generator (includes APU) is available
• Power to one main AC bus is lost
• Power to both main AC busses is lost
• Approach (APP) mode is selected for autoland
The system is automatically tested after engine starts.
Backup Generators
Backup power is provided by one variable speed, variable frequency
generator mounted on each engine. A frequency converter converts the
generator frequency to a constant 400 Hz. Only one backup generator can
power the converter at a time.
Each backup generator contains two permanent magnet generators (PMGs)
that supply power to the flight control DC electrical system (refer to DC
Electrical System).
Ill
Flight Manual
Continental
ELECTRICAL
Sec. 6.6 Page 11
Rev. 05/01/02 #8
Backup AC Electrical System Schematic
APU GEN
ON
L BUS TIE
AUTO
SECONDARY
EXT PWR
R BUS TIE
PRIMARY
EXT PWR
ISLN
l c mm " SEE? CESEE0=
gen rr a- i
CTRL
OFF
□ RIVE
BACKUP GEN
L R
■ ON
ON ■
L DRIVE DISC R
D R
GEN
CTRL
OFF
L BUS TIE
— O O i
APU
GENERATOR
ISLN
-olo-
R BUS TIE
SECONDARY
EXTERNAL
POWER
PRIMARY
EXTERNAL
POWER
( L MAIN ")
( R MAIN
GENERATOR
CONTROL
■TO DC SYSTEM:
IX
L TRANSFERl C rtransfer
GENERATOR
CONTROL
L DRIVE
| 1 CONVERTER | < |
. r~i backup IrH-
I I GENERATORS |_ |
□
R DRIVE
7771102
Power not flowing
^™ Power flowing
ELECTRICAL
Sec. 6.6 Page 12
Rev. 05/01/02 #8
Continental
111
Flight Manual
DC ELECTRICAL SYSTEM
The DC electrical system includes the main DC electrical system and the
flight control DC electrical system.
Main DC Electrical System
The main DC electrical system uses transformer-rectifier units (TRUs) to
produce DC power. The TRUs are powered by the AC transfer busses.
Main DC Power Distribution
TRU DC electrical power is distributed to the left and right main DC busses.
The left TRU powers the left main DC bus. The left main bus provides a
second DC power source for:
• The left flight control bus
• The right main DC bus.
The right TRU powers the right main DC bus. The right main bus provides a
second DC power source for:
• The right flight control bus
• The left main DC bus.
The CI TRU powers the Captain's flight instrument bus and the battery bus.
The Captain's flight instrument bus provides a second DC power source for:
• The center flight control bus
• The First Officer's flight instrument bus
• The standby inverter.
The C2 TRU powers the First Officer's flight instrument bus. The First
Officer's flight instrument bus provides a second DC power source for the
Captain's instrument bus.
The hot battery bus is connected directly to the main battery.
Ill
Flight Manual
Continental
ELECTRICAL
Sec. 6.6 Page 13
Rev. 11/01/02 #9
DC And Flight Control Electrical Systems Schematic
BAT
L FCTL
c
C FCTL
L MAIN DC
CAPT FLT INST
(battery bus)
(hot battery bus}
RPSA
C ^ FCTL )
G
MAIN DC
( F/O FLT INST J
MAIN
BAT
CHG
LI I'll I APU I I MAIN I
|TRU| |TRU| I BAT I I BAT \
I C2 I I R I
ItruI ItruI
c
^APU BATTERY BUS^ .
DC SYSTEM
AC SYSTEM
TRANSFER^
APU
BAT
CHG
► {STANDBY} (r transfer)
|-»-| CONVERTE R « i
PMG^—I— -J— PMG
I I BACKUP I I
I L | GENERATORS I _ I
[GROUND SERVICE
7771103
primary power FCTL - flight control DC bus
alternate/standby/backup power FLT INST - flight instrument bus
BAT CHG -- battery charger
PSA - power supply assembly
ELECTRICAL
Sec. 6.6 Page 14
Rev. 11/01/02 #9
Continental
111
Flight Manual
Flight Control DC Electrical System
The flight control DC electrical system is a dedicated power source for the
primary flight control system.
Primary power for the flight control DC electrical system comes from
permanent magnet generators (PMGs) housed within each backup generator.
Variable frequency PMG AC power is used by individual power supply
assemblies (PSAs) to provide DC power to the three flight control DC busses.
To ensure a high level of system reliability, each PSA also has multiple DC
power sources. If primary PMG AC power is not available, secondary power
for the left and right PSAs, is provided by the related main DC bus. Secondary
power for the center PSA is provided by the Captain's flight instrument bus.
The hot battery bus provides additional backup power for the left and center
PSAs only.
Each PSA also uses a dedicated battery to prevent power interruptions to the
related flight control DC bus. The batteries have limited capacity and are
incorporated to supply power for brief periods during PSA power source
transfers. These batteries are capable of supplying power for one minute.
Standby Electrical System
The standby electrical system can supply DC and AC power to selected flight
instruments, communications and navigation systems, and the flight control
system, if there are primary AC and DC electrical power system failures.
The standby electrical system consists of:
• The main battery
• The standby inverter
• The RAT generator and its associated generator control unit
• The CI andC2TRUs.
Ill
Flight Manual
Continental
ELECTRICAL
Sec. 6.6 Page 15
Rev. 11/01/02 #9
Standby Electrical System Schematic
L PSA
L FCTL
C1
TRU
C PSA
J_
( C FCTL )
CAPT FLT INST 3
I
(battery bus) ^—
Tr
-f hot battery bus")
MAIN
BAT
~Q F/O FLT INST )
STANDBY
INVERTER
RAT
C2
TRU
GEN
DC SYSTEM
_ AC SYSTEM |
(STANDBY)
Standby power (battery
only available).
Additional standby
power (RAT GEN
available).
RAT GEN - ram air turbine generator
FCTL - flight control DC bus
FLT INST -- flight instrument bus
PSA - power supply assembly
7771104
ELECTRICAL
Sec. 6.6 Page 16
Rev. 05/01/02 #8
Continental
111
Flight Manual
Main Battery
The main battery provides standby power to the following:
• The hot battery bus
• The battery bus
• The left and center flight control busses
• The Captain's flight instrument bus
• The standby inverter (which powers the AC standby bus).
The main battery charger, when powered, powers the hot battery bus.
Standby Inverter
The standby inverter converts DC power to AC power. The inverter powers
the AC standby bus if the left transfer bus is not powered.
Ram Air Turbine (RAT) Generator
The RAT generator provides standby power to the CI and C2 TRUs. The
RAT generator has no operating time limits, and operates at all airspeeds and
The RAT can supply electrical and hydraulic power simultaneously. If the
RAT is unable to maintain RPM, the RAT generator electrical load is shed
until RPM is satisfactory. Power for standby electrical loads is provided by
the main battery when the RAT generator loads are shed.
The RAT is deployed automatically if both AC transfer busses lose power in
flight. The RAT can be manually deployed by pushing the ram air turbine
switch on the overhead panel.
Warning : The RAT can be deployed manually on the ground.
Deployment could cause seriously injury to ground personnel or
damage to ground equipment.
RAT deployment and operation are described in Section 6.13, Hydraulics.
APU Battery
The APU battery provides power for the APU control circuitry, and for
starting the APU if the APU air turbine starter is not available. The APU is
automatically started if both AC transfer busses lose power in flight
(regardless of APU selector position). Refer to Section 6.7, Engine & APU,
for APU starter operation.
altitudes.
Ill
Flight Manual
Continental
ELECTRICAL
Sec. 6.6 Page 17
Rev. 05/01/02 #8
L Main AC Bus
L Transfer Bus
r %
Backup
Converter
L\/R
ByU l' B U
yGen
y v
■
Genj
L FCDC PSA
C FCDC PSA
RFC DC PSA
ELECTRICAL
Sec. 6.6 Page 18 777
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INTENTIONALLY LEFT BLANK
Ill
Flight Manual
Continental
ELECTRICAL
Sec. 6.6 Page 19
Rev. 05/01/02 #8
CONTROLS AND INDICATORS
Electrical Panel
As Installed
16}
17>
■ ► OFF
ELECTRICAL
BATTERY
IFE/PASS CABIN/
SEATS UTILITY
OFF -«}-
APU
ON
OFF. ^JL. START
(18
(19
7771105
OVERHEAD PANEL
ELECTRICAL
Sec. 6.6 Page 20
Rev. 05/01/02 #8
Continental
111
Flight Manual
® BATTERY Switch
ON -
• Unpowered airplane on the ground:
• A few switch annunciator lights illuminate
• Allows the APU to be started
• No displays are powered.
• Powered airplane in flight or on the ground when AC power is
removed or lost:
• The standby busses and emergency lighting are powered
• The left inboard, outboard, and upper center displays, and the
left CDU are powered.
off - turns battery power off. In flight, the EICAS message elec battery
off displays.
® Battery off Light
Illuminated (amber) - The battery switch is off.
© APU Generator (APU GEN) Switch
on - Arms APU generator breaker to automatically close.
off - Opens APU generator breaker.
® APU Generator off Light
Illuminated (with the APU running) (amber) -
• The APU generator breaker is open because of a fault, or
• The apu generator switch is selected off.
© bus tie Switches
auto - Arms automatic AC bus tie circuits.
isln (isolation) (auto not visible) - Commands the bus tie open.
® Bus Isolation (isln) Lights
Illuminated (amber) -
• Bus tie breaker is locked open (isln selected with bus tie switch), or
• A fault has occurred, automatically opening the bus tie breaker.
Ill
Flight Manual
Continental
ELECTRICAL
Sec. 6.6 Page 21
Rev. 05/01/02 #8
® Generator Control (gen ctrl) Switches
on - Arms the generator breaker to close automatically when generator
power is available.
off -
• Opens field and generator breakers
• Resets fault trip circuitry.
® Generator off Lights
Illuminated (amber) - The generator breaker is open.
® Drive Disconnect Switches
Push-
• Disconnects the integrated drive generator (IDG) input from the
engine
• Requires maintenance action on the ground to reconnect the IDG.
© Generator drive Lights
Illuminated (amber) - IDG oil pressure is low.
© External Power (ext pwr) Switches
Push - If avail light is illuminated, closes external power contactor.
Subsequent action opens external power contactor.
on - External power is connected to the bus(ses).
off (on not visible) - External power is disconnected from the bus(ses).
© External Power on Lights
Illuminated - external power is powering the busses.
® External Power avail Lights
Illuminated -
• External power is plugged in and power quality is acceptable
• Extinguishes when the on light illuminates.
ELECTRICAL
Sec. 6.6 Page 22
Rev. 05/01/02 #8
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111
Flight Manual
Backup Generator (backup gen) Switches
on - Backup generator operation is armed.
off -
• Opens the backup generator control relay
• Resets the fault circuitry.
Backup Generator off Lights
Illuminated (amber) -
• The backup generator has failed, or
• A circuit fault has been detected, or
• Backup generator switch selected off, or
• Both off lights illuminated - backup system (converter) has failed.
Cabin Systems Power (As Installed)
@ In-Flight Entertainment System / Passenger Seats (ife/pass seats) Power
Switch
on - Powers IFE and passenger seat systems when AC power is
available.
off - Removes power from IFE and passenger seat systems.
IFE/PASS SEATS OFF Light
Illuminated (amber) - The ife/pass seats power switch is off.
® Cabin / Utility (cabin/utility) Power Switch
on - Powers cabin and utility systems when AC power is available.
off - Removes power from cabin and utility systems and turns on some
cabin lighting.
® cabin/utility Power OFF Light
Illuminated (amber) - cabin/utility power switch is selected off.
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Flight Manual
Continental
ELECTRICAL
Sec. 6.6 Page 23
Rev. 11/01/02 #9
Overhead Maintenance Panel Standby Power Switch
STANDBY
POWER
OFF
AUTO
BAT
OVERHEAD MAINTENANCE
PANEL
7771106
® STANDBY POWER Switch
Note : Ground operation only.
off - The AC standby bus is not powered.
auto (guarded) - The standby busses transfer to battery power if normal
AC power is lost.
bat (momentary) -
• The standby busses are powered from the battery if AC power is not
available
• Initiates a DC / standby self-test if AC power is available.
Flight Attendant Switch Panel (Door 1L)
GROUND EMER EMER ACCESSORY
SERVICE LIGHTS/TST LIGHTS JACK
CD ground service Switch
Note : Switch operates only if right main AC bus is not powered.
PUSH - Light bar illuminated.
• Connects AC ground service bus to primary external power or APU
generator.
ELECTRICAL
Sec. 6.6 Page 24
Rev. 11/01/02 #9
Continental
111
Flight Manual
IFE Master Power And PC Power Switches
(Panel above Purser Station)
MASTER
POWER
OFF
PC
POWER
0
ON
7776-6002
(1)
master power Switch
on (guarded) - Powers the inflight entertainment system when AC power is
available.
off - Removes all electrical power from the inflight entertainment system.
on (guarded) - Provides power for passenger seats (including personal
computer outlets and telephones).
off - Removes all electrical power from passenger seats, computer outlets,
and telephones.
Galley Emergency Power Off Switch
1^7
OFF
NORM
O
EMER POWER
OFF SWITCH
7776-6003
Note : One each galley.
norm (guarded) - Powers respective galley when AC power is available.
off - Removes all electrical power from the respective galley.
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Flight Manual
Continental
ELECTRICAL
Sec. 6.6 Page 25
Rev. 05/01/02 #8
Electrical Synoptic Display
LBUS TIE
IAPU
GEN
-oio-
R BUS TIE
SEC
EXT PWR
PRI
EXT PWR
L MAIN
L DRIVE
L UTIL
L GEN
CTRL
DRIVE
R MAIN )
C LXFR ) C R XFR )
R UTIL
R GEN
CTRL
BACKUP
L GEN R
ft a
MAIN BAT
VOLTS 28
AMPS 13 CHG
R DRIVE
APU BAT
VOLTS 27
AMPS 13 CHG
MULTIFUNCTION DISPLAY
CHG - battery charging
CTRL - control
DISCH - battery
discharging
DRIVE - oil pressure low
(amber)
Drive disconnected
(engine running)
(amber)
□ On or available
(green)
| | Off (white)
^y 7 ! Not supplying
AJ power or failed
(amber)
^— Power flowing
(green)
— Power not flowing
(white)
The electrical synoptic is displayed by pushing the ELEC synoptic display
switch on the display select panel. Display select panel operation is described
in Section 6.10, Flight Instruments, Displays.
ELECTRICAL
Sec. 6.6 Page 26
Rev. 05/01/02 #8
Continental
111
Flight Manual
Electrical EICAS Messages
The following EICAS messages can be displayed.
Message
Level
Aural
Condition
ELEC AC BUS L, R
Caution
Beeper
AC bus is
unpowered.
ELEC BACKUP GEN L, R
Advisory
Backup generator
has failed.
ELEC BACKUP SYS
Advisory
Backup power
system has failed.
ELEC BATTERY OFF
Advisory
Battery switch is
OFF.
ELEC BUS ISLN L, R
Advisory
Bus tie breaker is
not in the
commanded position
or bus isolation
switch is off.
ELEC CABIN/UTIL OFF
(As Installed)
Advisory
CABIN UTILITY power
switch is off.
ELEC GEN DRIVE L, R
Advisory
Generator drive oil
pressure is low.
ELEC GEN OFF APU
Advisory
APU generator
control breaker is
open.
ELEC GEN OFF L, R
Advisory
Generator control
breaker is open.
ELEC GND HDLG BUS
Advisory
Ground handling bus
relay has failed.
ELEC IFE/SEATS OFF
(As Installed)
Advisory
ife/pass seats power
switch is off.
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Flight Manual
Continental
ELECTRICAL
Sec. 6.6 Page 27
Rev. 05/01/02 #8
Message
Level
Aural
Condition
ELEC STANDBY SYS
Advisory
A fault is detected in
the standby power
system.
MAIN BATTERY DISCH
Advisory
Main battery is
discharging or hot
battery bus is
unpowered.
ELECTRICAL
Sec. 6.6 Page 28 7 77
Rev. 05/01/02 #8 Continental Flight Manual
INTENTIONALLY LEFT BLANK
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Flight Manual
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ELECTRICAL
Sec. 6.6 LEP-1
Rev. 11/01/02 #9
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Asterisk indicates page(s) revised or added by the current revision.
ENGINES & APU
777 Sec. 6.7 TOC-1
Flight Manual Continental Rev. 11/01/00 #5
ENGINES & APU
TABLE OF CONTENTS
ENGINES & APU SYSTEM DESCRIPTION 1
ENGINES 1
Introduction 1
Engine Intermix 1
Engine Indications 2
Electronic Engine Control (EEC) 4
Engine Start and Ignition System 7
Engine Fuel System 12
Engine Oil System 14
Thrust Reverser System 16
Airborne Vibration Monitoring System 18
Engine Failure Alert System 19
APU 20
Introduction 20
APU Start 20
APU Automatic Start 21
APU Run 21
APU Shutdown 21
APU Operating Modes 21
CONTROLS AND INDICATORS 23
EICAS DISPLAY 23
MODE INDICATIONS 24
Ni INDICATIONS (ALL MODES) 26
EGT INDICATIONS 28
ANTI-ICE INDICATIONS 29
IN-FLIGHT START ENVELOPE 30
CROSSBLEED START INDICATIONS 31
SECONDARY ENGINE INDICATIONS 32
Secondary Engine Display 32
N 2 Indications 33
Fuel Flow Indications 34
Oil Pressure Indications 35
Oil Temperature Indications 36
Oil Quantity Indications 37
Engine Vibration Indications 38
Compact Engine Indications 39
ENGINES & APU
Sec. 6.7 TOC-2 777
Rev. 11/01/00 #5 Continental Flight Manual
ENGINE CONTROLS 41
Thrust Levers 41
Fuel Control Switches 42
Engine Control Panel 43
AUXILIARY POWER UNIT (APU) 45
APU Controls 45
APU Indications 46
ENGINES, APU EICAS MESSAGES 47
APU 47
Engine 48
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Flight Manual
Continental
ENGINES & APU
Sec. 6.7 Page 1
Rev. 11/01/00 #5
ENGINES & APU SYSTEM DESCRIPTION
ENGINES
Introduction
The airplane is powered by two General Electric Model GE90-90B engines.
The engines are rated at 90,000 pounds of takeoff thrust each.
The engines are dual rotor axial flow turbofans of high compression and
bypass ratio. The Ni rotor consists of a fan, a low-pressure compressor
section, and a low-pressure turbine section on a common shaft. The N 2 rotor
consists of a high-pressure compressor section and a high-pressure turbine
section on a common shaft. The Ni and N 2 rotors are mechanically
independent. The N 2 rotor drives the engine accessory gearbox.
Each engine is controlled by an electronic engine controller (EEC). The
EECs monitor autothrottle and flight crew inputs through the thrust levers to
automatically control the engines.
Each engine has individual flight deck controls. Thrust is set by positioning
the thrust levers. The thrust levers are positioned automatically by the
autothrottle system or manually by the flight crew. See Section 6.1 1, Flight
Management, Navigation for a description of FMC thrust management
functions.
Engine indications are displayed on the engine indication and crew alerting
system (EICAS) display.
Engine Intermix
Both engines are set to operate at the same thrust rating. Replacement
engine thrust rating is increased or decreased to match the thrust rating of
the installed engine configuration. An EGT difference between the engines
may be indicated when operating at high thrust settings. These indications
are normal. Engine limit indications are not affected when engines are
intermixed.
ENGINES & APU
Sec. 6.7 Page 2
Rev. 11/01/00 #5
Continental
111
Flight Manual
Engine Indications
Primary and secondary engine indications are provided. Engine indications
are displayed on the EICAS display and any selected Multifunction Display
(MFD).
Primary Engine Indications
Ni and EGT are the primary engine indications. The primary engine
indications are always displayed on the EICAS display. Normally the EICAS
is on the upper center display unit. If that unit fails, the EICAS display
automatically moves to the lower center display unit.
Secondary Engine Indications
N 2 , fuel flow, oil pressure, oil temperature, oil quantity, and engine vibration
are secondary engine indications. Secondary engine indications are
displayed on the selected MFD. The secondary engine indications can be
displayed by pushing the secondary engine display switch (the eng switch on
the display select panel). The secondary engine indications are automatically
displayed when:
• The displays initially receive electrical power
• A fuel control switch is moved to cutoff in flight
• An engine fire switch is pulled in flight
• A secondary engine parameter is exceeded, or
• Engine N 2 RPM is below idle in flight.
When the secondary engine parameters are automatically displayed (on the
lower MFD, if available) due to any of the above conditions, they cannot be
cleared until the condition is no longer present. Once the condition is no
longer present, the secondary engine parameters can be cleared by pushing
the secondary engine display switch.
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Flight Manual
Continental
ENGINES & APU
Sec. 6.7 Page 3
Rev. 11/01/00 #5
Normal Display Format
Primary engine indications and the N 2 indications are both digital readouts
and round dial/moving pointer indications. The digital readouts display
numerical values while the moving pointers indicate relative value.
Oil pressure, oil temperature, and vibration indications are both digital
readouts and vertical indication/moving pointers. Fuel flow and oil quantity
are digital readouts only. All digital readouts are enclosed by boxes. The
dial and vertical indications display the normal operating range, caution
range, and operating limits (as applicable).
The oil temperature and oil pressure vertical indication has caution ranges
displayed by amber bands. If oil temperature or oil pressure reaches the
caution range, the digital readout, digital readout box, and pointer all change
color to amber.
Ni, N 2 , EGT, oil pressure, and oil temperature indications have operating
limits indicated by red lines. If one of these indications reaches the red line,
the digital readout, box, and pointer change color to red for that indication.
The EGT indication has a maximum continuous limit represented by an
amber band. If EGT reaches the maximum continuous limit, the digital
indication, box, pointer, and dial all change color to amber. EGT indications
are inhibited from changing to amber during takeoff or go-around for five
minutes. The EGT indication has a maximum takeoff limit displayed by a
red line. If EGT reaches the maximum takeoff limit, the digital indication,
box, pointer and dial, all change color to red.
If an Ni, N 2 , or EGT red line is exceeded, the box enclosing the digital
readout remains red after the exceeded limit returns to the normal range.
The red box color can be canceled to white or recalled to red by pushing the
cancel/recall switch on the display select panel. An indication changes color
back to white when it returns to the normal operating range.
For low oil quantity, the oil quantity digital readout changes to black text on
a white background. The white text LO is displayed adjacent to the readout.
For high engine vibration, the vibration digital readout changes to black text
on a white background.
ENGINES & APU
Sec. 6.7 Page 4
Rev. 11/01/00 #5
Continental
111
Flight Manual
Compact Display Format
In compact format, primary and secondary engine indications are combined
on the same display. The Ni and EOT indications are displayed as they are
normally (moving pointer/round dial and digital indications). All other
indications change to digital readouts only, with the exception that the N 2
digital readout is boxed if a parameter is exceeded. If an amber or red line
parameter for a digital indication is exceeded, the digital indication changes
color to amber or red (as does the box that appears around the N 2 indication
for a red line exceedance). If the N 2 red line is exceeded, the red color of the
box around the digital indication can be returned to white (if the exceeded
parameter has returned to normal) by pushing the display select panel
CANCEL/RECALL Switch.
Primary and secondary engine indications are displayed on EICAS in
compact format whenever:
• Secondary engine display is automatically selected, and the lower
multifunction display is failed, unpowered, or is occupied, or
• Secondary engine display is manually selected to the lower center MFD
and the lower MFD is failed, unpowered, or occupied with EICAS.
Electronic Engine Control (EEC)
Each EEC has full authority over engine operation. The EEC uses thrust
lever inputs to automatically control forward thrust and reverse thrust. The
EEC has two control modes: normal and alternate. In both normal and
alternate modes, the EEC uses Ni RPM as the parameter for setting thrust.
EEC Normal Mode
In the normal mode, the EEC sets thrust by controlling Ni based on thrust
lever position. Ni is commanded by positioning the thrust levers either
automatically with the autothrottles, or manually by the flight crew.
Maximum Ni represents the maximum rated thrust available from the
engine. The EEC continuously computes maximum Ni.
Maximum rated thrust is available in any phase of flight by moving the
thrust levers to the full forward positions.
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Flight Manual
Continental
ENGINES & APU
Sec. 6.7 Page 5
Rev. 11/01/00 #5
EEC Alternate Mode
If the required signals are not available to operate in the normal mode, the
EEC automatically uses the alternate mode. In the alternate mode, the EEC
schedules Ni as a function of thrust lever position. The alternate mode
provides soft and hard levels of control:
• Soft - When the EEC automatically switches an engine to the alternate
mode and the EEC mode switch remains in normal, the EEC is in the
soft alternate mode (the switch position is normal, the EEC mode is
alternate). At a fixed thrust lever position, thrust does not change.
• Hard - When alternate is manually selected on an EEC mode switch,
that engine is switched to the hard alternate mode (the switch position is
alternate, the EEC mode is alternate). Reference and target N b and
maximum and commanded N[ values are displayed on the Ni indication
during the hard alternate mode. Thrust may change to set the
commanded N, when alternate is manually selected.
For the normal, soft alternate, and hard alternate modes, actual, command,
reference/target, maximum, and red line Ni information is displayed.
Automatic reversion or manual selection to the alternate mode is indicated by
the EICAS advisory message eng eec mode (L, R) and illumination of the EEC
alternate light on the associated EEC mode switch. Selecting the alternate
mode on both engines eliminates thrust lever stagger at equal thrust settings,
or asymmetric thrust when the thrust levers are operated together.
The autothrottles remain engaged whenever the EEC automatically switches
to the alternate mode. The alternate mode N, reference/target values are
computed by the FMC.
Note : Autothrottles remain engaged in the soft or hard alternate mode.
The alternate mode schedule (Ni schedule) provides equal or greater thrust
than the normal mode for the same thrust lever position.
Thrust protection is not provided in the alternate mode and maximum rated
thrust is reached at a thrust lever position less than full forward. As a result,
thrust overboost can occur at full forward thrust lever positions. The EICAS
caution message eng limit prot (l, r) is displayed if the thrust lever position
commands an Ni greater than the maximum rated thrust (maximum Ni). N ;
and N 2 red line protection is still available in the alternate control mode.
ENGINES & APU
Sec. 6.7 Page 6
Rev. 11/01/00 #5
Continental
111
Flight Manual
Overspeed Protection
The EEC also provides Ni and N 2 red line overspeed protection. If Ni or N 2
approaches overspeed, the EEC commands reduced fuel flow. The EICAS
advisory message eng rpm limited (l or r) is provided when overspeed
protection is provided.
EEC Idle Selection
The EEC selects minimum idle or approach idle automatically. Minimum
idle is a lower thrust than approach idle. Approach idle is selected in flight
if:
• Engine anti-ice is ON
• The flaps are commanded to 25 or greater
• One hydraulic system air-driven demand pump is inoperative, and the
flaps are out of the UP position, or
• The opposite engine bleed air valve is closed.
Approach idle decreases acceleration time for go-around. Approach idle is
maintained until after touchdown, when minimum idle is selected.
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Flight Manual
Continental
ENGINES & APU
Sec. 6.7 Page 7
Rev. 11/01/00 #5
Engine Start and Ignition System
The engines can be started using the autostart system or manually. Autostart
is the normal starting mode. Selecting off on the autostart switch disables
autostart and allows manual, pilot-monitored, starting.
Bleed air powers the starter motor, which is connected to the N 2 rotor. The
starter air source is normally the APU, but air from ground carts or another
running engine can be used.
The start/ignition selectors control the starter air valves and provide
continuous ignition capability. Ignition and fuel flow are controlled through
the fuel control switches.
At approximately idle N 2 RPM, the EEC commands starter cutout, and the
start/ignition selector moves to the norm position.
A maximum start limit line (red) is displayed on the EOT indication when
the fuel control switch is moved to cutoff or engine N 2 RPM is below idle.
It remains displayed after the fuel control switch is moved to run until the
engine is stabilized at idle. The EOT indication changes color to red if the
EOT start limit is reached during starting.
ENGINES & APU
Sec. 6.7 Page 8
Rev. 11/01/00 #5
Continental
111
Flight Manual
Autostart
Autostart allows the EEC to control fuel and ignition and automatically abort
the start for certain malfunctions. With the autostart switch on, the
autostart sequence is initiated by rotating the start/ignition selector to start
and moving the fuel control switch to run.
The start/ignition selector opens the starter air valve to begin dry motoring
the engine. Moving the fuel control switch to run opens the spar fuel
valve, but not the engine fuel valve. The proper sequencing of fuel and
ignition is controlled by the autostart system. With the fuel control switch
positioned to run, the EEC opens engine fuel valve and energizes the
ignitor(s) at the appropriate N 2 RPM.
During autostart, the EEC monitors EGT, N 2 RPM, and other engine
parameters until the engine reaches idle. During ground start, the autostart
system monitors engine parameters and will abort the start for any of the
following malfunctions:
• Hot start • No Ni rotation
• Hung start • Insufficient air pressure for
„ T . starter operation
• No EGT rise
„ • Start time exceeds the starter duty
• Compressor stall . 4
r cycle timer.
• Starter shaft failure
Note : The autostart system does not monitor oil pressure and temperature.
If one of the above malfunctions is detected, the EEC turns off fuel and
ignition and motors the engine for 6 or 30 seconds (depending on the
detected condition) before making a second start attempt. The second
attempt uses both ignitors.
Note : On the ground, autostart does not attempt a second start if there is
no Ni rotation, insufficient air pressure, the starter shaft fails, or the
start time exceeds the starter duty cycle.
ENGINES &APU
777 Sec. 6.7 Page 9
Flight Manual Continental Rev. 05/01/01 #6
If the second start attempt fails, a third start attempt is made. On the ground, if
the third attempt fails, the EEC aborts the autostart. Fuel and ignition are shut
off, and the engine is motored to clear residual fuel. The starter air valve then
closes and the start/ignition selector returns to the norm position. The EICAS
caution message eng autostart (l or R) is displayed.
Note : For in-flight starts, the autostart system discontinues the start
temporarily only if a preset EGT between the start and takeoff EGT is
reached, or a hung start is detected. Autostart takes corrective action if
some start problems are detected, but does not abort the start.
Whenever the autostart switch is selected off, the EICAS advisory message
eng autostart off is displayed and the autostart switch off light illuminates.
Manual Start
The autostart switch must be off to accomplish a manual start. The start is
accomplished in accordance with the ENG MANUAL START procedure (refer
to Section 2). Ignition and fuel are provided as soon as the fuel control
switch is positioned to run. The eng autostart EICAS message will be
displayed if the fuel control switch is positioned to run before the RPM
specified in the ENG MANUAL START procedure. The start must be
monitored until the engine stabilizes at idle.
In-Flight Start
In-flight start envelope information is displayed on the EICAS display when an
engine is not running in flight (N 2 RPM below idle RPM) or when an engine is
shut down in flight and the respective engine fire switch is not pulled. The In-
flight start envelope indicates the airspeed range necessary to ensure an in-flight
start at the current flight level. If the current flight level is above the maximum
start altitude, the maximum start altitude and respective airspeed range are
displayed.
Secondary engine indications are displayed automatically when a fuel control
switch is moved to cutoff in flight or if N 2 RPM goes below idle RPM while in
flight. A crossbleed start indication is displayed next to the N 2 indication if
airspeed is below that recommended for a windmilling start.
Refer to Engine In-Flight Start, Section 2 for the In-flight Start procedure.
For In-flight starts, autostart makes continuous start attempts until the engine
either starts or the pilot aborts the start attempt by positioning the fuel control
switch to cutoff (and positioning the start switch to norm if it was a starter
assisted attempt).
ENGINES & APU
Sec. 6.7 Page 10
Rev. 11/01/01 #7
Continental
111
Flight Manual
Engine Ignition
Each engine has two ignitors. The EEC automatically selects the appropriate
ignitor(s). The EEC alternates ignitors for successive engine ground starts.
Dual ignitors are always used for In-flight starts.
Main AC power is the normal power source for ignition. Standby AC power
provides a backup source.
Both ignitors operate continuously only when the respective fuel control
switch is in run and the PS3 compressor discharge pressure drops below a
preset level. The ignitors are turned off when the fuel control switch is
placed to cutoff.
Ill
Flight Manual
Continental
ENGINES &APU
Sec. 6.7 Page 11
Rev. 11/01/01 #7
Auto-Relight
An auto-relight capability is provided for flameout protection. Whenever the
EEC detects an engine flameout, both ignitors are activated. A flameout is
detected when a rapid decrease in N 2 occurs, or N 2 is less than idle RPM.
7771201
ENGINE START AND IGNITION SYSTEM SCHEMATIC
ENGINES & APU
Sec. 6.7 Page 12
Rev. 11/01/00 #5
Continental
111
Flight Manual
Engine Fuel System
Fuel is supplied by fuel pumps located in the fuel tanks. The fuel flows
through a spar fuel valve located in the main tank. It then passes through the
first stage engine fuel pump where additional pressure is added. It flows
through a fuel/oil heat exchanger where it is preheated. A fuel filter removes
contaminants. The second stage of the engine fuel pump adds more pressure
before the fuel reaches the fuel metering unit. The fuel metering unit adjusts
fuel flow to meet thrust requirements. The fuel then flows through the
engine fuel valve into the engine.
The spar and engine fuel valves allow fuel flow to the engine when both
valves are open. The valves open when the engine fire switch is in and the
fuel control switch is in run. Both valves close when either the fuel
control switch is in cutoff or the engine fire switch is out.
Fuel flow is measured after passing through the engine fuel valve. Fuel flow
is displayed on the secondary engine display. Fuel flow information is also
provided to the FMS.
Ill
Flight Manual
Continental
ENGINES & APU
Sec. 6.7 Page 13
Rev. 11/01/00 #5
7771202
ENGINE FUEL SYSTEM SCHEMATIC
ENGINES & APU
Sec. 6.7 Page 14
Rev. 11/01/00 #5
Continental
111
Flight Manual
Engine Oil System
The oil system provides pressurized oil to lubricate and cool the engine main
bearings, gears and accessory drives. The oil system also provides automatic
fuel heating for fuel system icing protection.
Oil is pressurized by an engine driven oil pump. The oil pressure varies
directly as a function of N 2 (core) rotation speed, aircraft altitude, engine
position (left wing or right wing), oil quantity and oil viscosity. The engine
oil pump (and associated scavenge pump) is driven by the N 2 rotor through
the accessory gearbox. At any given set of altitude and temperature
conditions, the faster the N 2 rpm, the higher the oil pressure output.
The oil pressure varies inversely as a function of altitude. It is not
uncommon to see a 20 psi drop in oil pressure when climbing from 20,000
feet to 43,000 feet.
From the pump, the oil flows through the oil filter. The oil flows through the
fuel/oil heat exchangers and then through the backup generator oil/oil heat
exchanger, and is then delivered to the engine main bearings, gears, and
accessory drives. A scavenge pump returns the oil to the reservoir.
The physical difference in tank position also effects the quantity sensed in
each engine. The physical volume of the tank is 34.4 quarts of which 4-5
quarts are not reflected in the oil quantity indicator. Additionally, oil that is
pooled in the engine sump is not shown on the quantity indicator as it is
below the quantity sensor. Typically, if the oil has been serviced prior to
engine start, the left engine will have 24 quarts and the right engine will
have 23 quarts.
During the start sequence, the oil quantity may drop 4-6 quarts. This oil
"gulping" is normal. The quantity should return to normal within 3 to 5
minutes. If the oil quantity does not read at least 1 8 quarts after the engines
are stabilized, the system should be investigated. Normal oil consumption
rates are typically .4 to .6 quarts an hour.
ENGINES & APU
777
Sec. 6.7 Page 15
Flight Manual
Continental
Rev. 11/01/00 #5
There is no minimum oil quantity limit (no amber or red line limit);
however, a low oil quantity causes automatic display of the secondary engine
display and reverses the display indication to show black numbers on a white
background. There are no operating limitations for the engine oil quantity;
therefore, there are no flight crew procedures based solely on a response to
low oil quantity.
Note : If the scavenge pump is slow in returning oil from the 3 different
sumps, a low oil quantity (from the tank sensor) will be observed on
the EICAS oil quantity indicator. The "gulped oil" will normally
return to the tank during descent or when the scavenge pump is able
to keep pace with the pressure pump output.
Oil pressure, temperature, and quantity are displayed on the secondary
engine display. Oil pressure and oil temperature are measured prior to
entering the engine.
MAIN BEARINGS
GEARS
ACCESSORY DRIVES
PUMP
7771203
ENGINE OIL SYSTEM SCHEMATIC
ENGINES & APU
Sec. 6.7 Page 16
Rev. 11/01/00 #5
Continental
111
Flight Manual
Thrust Reverser System
Each engine has an hydraulically actuated fan air thrust reverser. Reverse
thrust is available only on the ground.
The reverse thrust levers can be raised only when the forward thrust levers
are in the idle position. When the reverse thrust levers are raised, the eec
opens the reverser isolation valve. The EEC inhibits reverser isolation valve
actuation and reverser deployment unless the airplane is on the ground with
the engine running. The EECs also control thrust limits during reverser
operation.
When the reverse thrust levers are pulled aft to the interlock position:
• The autothrottle disengages
• The auto speedbrakes deploy.
When the reverser system is activated:
• The reverser translating sleeves hydraulically move aft
• The fan flow blocker doors rotate into place to direct fan air through
stationary cascade guide vanes
• The reverser indication (rev) is displayed above each digital Ni
indication (rev is displayed in amber when the reverser is in transit).
When the interlock releases:
• The reverse thrust levers can be raised to the maximum reverse thrust
position
• The rev indication changes to green when the reverser is fully deployed.
Pushing the reverse thrust levers to the full down position retracts the
reversers to the stowed and locked position. The thrust levers cannot be
moved forward until the reverse thrust levers are fully down.
The EICAS advisory message eng rev limited <l or R) is displayed if the
reverser cannot deploy when commanded, or can deploy only with reverse
thrust limited to idle. Not all conditions limiting or preventing reverse thrust
can be detected before reverse thrust selection. For these conditions, the
reverse thrust levers cannot be moved beyond the interlock position.
The EICAS advisory message eng reverser (l or R) is displayed on the
ground to indicate a reverser system fault.
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Flight Manual
Continental
ENGINES & APU
Sec. 6.7 Page 17
Rev. 11/01/00 #5
FIXED CASCADE VANES
7771204
THRUST REVERSER SCHEMATIC
ENGINES & APU
Sec. 6.7 Page 18
Rev. 11/01/00 #5
Continental
111
Flight Manual
Airborne Vibration Monitoring System
The airborne vibration monitoring system monitors engine vibration levels.
The vibration indications are displayed on the secondary engine display. The
vibration source indication is also displayed. If the vibration monitoring
system cannot determine the source (Ni or N 2 ), broadband (BB) is displayed
for the affected engine. Broadband vibration is the average vibration
detected.
The airborne vibration monitoring system is primarily intended for engine
condition monitoring, but it is also a useful tool for isolating and determining
corrective action for engine anomalies. There is no certified vibration limit,
but when a high vibration level is reached, the secondary engine parameters
are automatically displayed. Since there are no operating limitations for the
airborne vibration monitoring system, there are no specific flight crew
actions (or procedures) based solely on vibration indication. High Ni
vibration indication would most likely be accompanied by tactile vibration.
This is not the case with high N 2 vibration indication. Both Ni and N 2 high
vibrations may be accompanied by anomalies in other engine parameters and
will usually respond to thrust lever adjustment.
Certain engine malfunctions can result in airframe vibrations from the
windmilling engine. As the airplane transitions from cruise to landing, there
can be multiple, narrow regions of altitudes and airspeeds where the
vibration level can become severe. In general, airframe vibrations can best
be reduced by descending and reducing airspeed. However, if after
descending and reducing airspeed, the existing vibration level is
unacceptable, and if it is impractical to further reduce airspeed, the vibration
level may be reduced to a previous, lower level by a slight increase in
airspeed.
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Flight Manual
Continental
ENGINES &APU
Sec. 6.7 Page 19
Rev. 05/01/01 #6
Engine Failure Alert System
The airplane has an engine failure alert system. The system alerts the flight
crew whenever actual engine performance is in disagreement with commanded
engine performance.
Engine failure alert is a time critical warning during takeoff and a caution level
alert for all other phases of flight.
The time critical warning consists of:
• An aural alert - Engine Fail (one time)
• Illumination of the master warning lights, and
• The PFD time critical warning message eng fail.
The caution alert consists of:
• The caution beeper
• Illumination of the master caution lights, and
• An EICAS caution message eng fail (l or r) or eng thrust (l or r).
The time critical warning is annunciated when the engine produces less than
commanded thrust and the airplane is above 65 knots to slightly below Vj.
The EICAS caution message eng fail (l or r) is displayed whenever an engine
unexpectedly decelerates below idle speed. The message remains displayed
until the engine recovers or the fuel control switch is moved to cutoff.
The EICAS caution message eng thrust (l or r) is displayed if:
• A significant difference between actual and commanded thrust is detected
• The actual thrust is not increasing towards the commanded thrust, and
airspeed is Vi or higher.
ENGINES & APU
Sec. 6.7 Page 20
Rev. 11/01/00 #5
Continental
111
Flight Manual
APU
Introduction
The auxiliary power unit (APU) is a self-contained gas turbine engine located
in the airplane tail cone.
The APU can be started and operated to the airplane maximum certified
altitude.
The APU supplies bleed air and electrical power. Electrical power has
priority over bleed air. Electrical power is available throughout the airplane
operating envelope. Bleed air is available at or below 22,000 feet.
Refer to the following chapters for additional information:
• Section 6.2, Air Systems, for a description of APU bleed air operation
• Section 6.6, Electrical, for a description of APU electrical operation
• Section 6.8, Fire Protection, for a description of the APU fire protection
system
• Section 6. 12, Fuel, for a description of the APU fuel system.
APU Start
The APU is started either by an electric start motor or an air turbine starter.
The electric starter is powered by the APU battery. The main airplane
battery powers the inlet door, fuel valve, and fire detection system.
The air turbine starter uses engine bleed air or ground cart air to start the
APU.
Starter selection is automatic. The air turbine starter has priority over the
electric start motor when there is sufficient bleed air duct pressure.
Rotating the APU selector to start begins the automatic start sequence.
APU fuel is supplied from the left fuel manifold by any operating AC fuel
pump or the DC fuel pump. With AC power available and the APU selector
in the ON position, the left forward fuel pump operates automatically.
If AC power is not available or no AC pump pressurizes the left fuel
manifold, the DC pump in the left main tank provides APU fuel. On the
ground, the APU can be started with no pumps operating.
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ENGINES & APU
Sec. 6.7 Page 21
Rev. 11/01/00 #5
When the APU air inlet door reaches the full open position the starter
engages. After the APU reaches the proper speed, ignition and fuel are
provided. When the APU reaches approximately 50 percent, the starter
disengages and ignition is turned off.
If the start fails, the APU shuts down automatically. The EICAS message
apu shutdown is displayed.
APU Automatic Start
In flight, if both AC transfer busses lose power, the APU automatically starts,
regardless of APU selector position. The APU can be shut down by
positioning the selector to on, then off.
APU Run
The EICAS memo message apu running is displayed when the APU is
operating normally.
APU Shutdown
Rotating the APU selector to off begins the shutdown cycle by closing the
APU bleed air valve. The APU continues running for a cool down period.
The EICAS memo message apu cooldown is displayed during the cooldown
period. When the cool down period finishes, the APU shuts down.
APU Operating Modes
The APU has attended and unattended operating modes. The attended mode
operates when either engine is running or starting, or when the airplane is in
flight. The unattended mode operates at all other times on the ground.
APU Attended Mode
In the attended mode, any of the following faults cause the APU to shut down
immediately:
• APU fire/inlet overtemperature
• Overspeed/loss of overspeed protection
• APU controller failure
• Speed droop.
ENGINES & APU
Sec. 6.7 Page 22 7 77
Rev. 05/01/01 #6 Continental Flight Manual
There is no cool down period. The EICAS advisory message, apu shutdown,
displays.
For the following faults, the APU continues to operate and the EICAS message
apu limit displays:
• High EGT
• High oil temperature
• Low oil pressure.
There is no cooldown period when the APU is shut down after the apu limit
message is displayed.
APU Unattended Mode
In the unattended mode, any of the following faults cause the APU to shutdown
immediately:
APU fire/inlet overtemperature
Overspeed/loss of overspeed protection
APU controller failure
Speed droop
High EGT
High oil temperature
Low oil pressure
Generator oil filter approaching bypass
Intake door failure
No combustion on start
No acceleration on start.
There is no cool down period.
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Flight Manual
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ENGINES & APU
Sec. 6.7 Page 23
Rev. 11/01/00 #5
CONTROLS AND INDICATORS
EICAS DISPLAY
TAT*13c D-TO +30c
UPPER CENTER DISPLAY
7771205
Primary Engine Indications
Displayed full time on the EICAS display:
• N ;
• EGT.
ENGINES & APU
Sec. 6.7 Page 24
Rev. 11/01/00 #5
Continental
111
Flight Manual
MODE INDICATIONS
EICAS DISPLAY (TOP)
7771206
Total Air Temperature (TAT)
Displayed (white) - TAT (degrees C).
© Thrust Reference Mode
Displayed (green) - Selected FMS thrust reference mode:
• to - Maximum rated takeoff thrust
• d-to - Assumed temperature derated takeoff thrust
• clb - Maximum rated climb thrust
• clb 1 - Derate one climb thrust
• clb 2 - Derate two climb thrust
• con - Maximum rated continuous thrust
• crz - Maximum rated cruise thrust
• g/a - Maximum go-around thrust.
ENGINES & APU
777 Sec. 6.7 Page 25
Flight Manual Continental Rev. n/oi/oo #5
® Assumed Temperature
Displayed (green) - Selected assumed temperature (degrees C) for
reduced thrust takeoff.
® Thrust Reverser Indication
Displayed rev (amber) - Reverser in transit.
Displayed rev (green) - Reverser fully deployed.
ENGINES & APU
Sec. 6.7 Page 26
Rev. 11/01/00 #5
Continental
111
Flight Manual
N 1 INDICATIONS (ALL MODES)
Note : When reverse thrust is activated, the following indications are not
displayed:
• Maximum Ni line
• Commanded Ni
• Reference/target Ni
• Reference Ni.
EICAS DISPLAY
® Nj Red Line
Displayed (red) - N ; RPM operating limit.
® Reference/Target Ni
Displayed (green) - Reference Ni limit.
Displayed (magenta) - Target FMC commanded Ni when VNAV is
engaged and:
• The autothrottle is engaged in thr or thr ref mode, or
• The autothrottle is not engaged.
® Commanded Ni
Displayed (white).
® Commanded Ni Sector
Displays momentary difference between engine Ni and N ; commanded
by thrust lever position.
ENGINES & APU
777 Sec. 6.7 Page 27
Flight Manual Continental Rev. n/oi/oo #5
® Maximum Ni Line
Displayed (amber).
® Reference Ni
Displayed (digital, green).
® N,
Digital Ni% RPM, displayed:
• (White) - Normal operating range
• (Red) - Operating limit reached.
® Ni Indication
Ni RPM, displayed:
• (White) - Normal operating range
• (Red) - Operating limit reached.
ENGINES & APU
Sec. 6.7 Page 28
Rev. 11/01/00 #5
Continental
111
Flight Manual
EGT INDICATIONS
EICAS DISPLAY
7771206
® EGT Red Line
Displayed (red) - Maximum takeoff EGT limit.
© EGT Amber Band
Displayed (amber) - Maximum continuous EGT limit.
® EGT Start Limit Line
Displayed (red):
• With the fuel control switch in cutoff, or
• With the N 2 RPM below idle.
® EGT
EGT (degrees C) displayed:
• (White) - Normal operating range
• (Amber) - Maximum continuous limit reached
• (Red) - Maximum start or takeoff limit reached.
© EGT Indication
Displayed:
• (White) - Normal operating range
• (Amber) - Maximum continuous limit reached
• (Red) - Maximum start or takeoff limit reached.
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Flight Manual
Continental
ENGINES & APU
Sec. 6.7 Page 29
Rev. 11/01/00 #5
ANTI-ICE INDICATIONS
Displayed (green) - Engine anti-ice is on.
® Wing Anti-Ice Indication
Displayed (green) - Wing anti-ice is on.
ENGINES & APU
Sec. 6.7 Page 30
Rev. 11/01/00 #5
Continental
111
Flight Manual
IN-FLIGHT START ENVELOPE
81.3
fl 300 270-330 kts«— Q
EICAS DISPLAY
77712010
® In-Flight Start Envelope
Displayed (magenta) - Airspeed range for an in-flight start at the current
flight level or maximum flight level (whichever is less) when the
respective engine fire switch is in and:
• A fuel control switch is in cutoff, or
• Engine N 2 RPM is below idle.
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Flight Manual
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ENGINES & APU
Sec. 6.7 Page 31
Rev. 11/01/00 #5
CROSSBLEED START INDICATIONS
? f I
X-BLD 34 DUCT PRESS 30
SECONDARY ENGINE DISPLAY
77712011
® crossbleed start Indication
Indicates crossbleed air is recommended for an in-flight start.
Displayed (magenta):
• The in-flight start envelope is displayed, and
• Airspeed is lower than that for a windmilling start.
® DUCT PRESSURE
Displayed (white numbers) - Pressure in the left and right bleed air ducts
in psi when the respective engine fire switch is in and:
• A fuel control switch is in cutoff, and
• Engine N 2 RPM is below idle.
ENGINES & APU
Sec. 6.7 Page 32
Rev. 11/01/00 #5
Continental
111
Flight Manual
SECONDARY ENGINE INDICATIONS
See Section 6.10, Flight Instruments, Displays, for display selection of
Secondary Engine indications.
Secondary Engine Display
©—
^ — s v — s
m m
■ . , 1 1 if— — *
□f- .^n
77712012
MULTIFUNCTION DISPLAY
Secondary Engine Display
Displays:
• N 2 RPM • Oil temperature
• Fuel Flow (ff) • Oil quantity
• Oil pressure • Vibration.
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Flight Manual
Continental
ENGINES & APU
Sec. 6.7 Page 33
Rev. 11/01/00 #5
N 2 Indications
SECONDARY ENGINE DISPLAY
77712013
® N 2
N 2 RPM (%), displayed:
• (White) - Normal operating range
• (Red) - Operating limit reached.
® N 2 Red Line
N 2 RPM operating limit, displayed (red).
® N 2 Indication
N 2 RPM, displayed:
• (White) - Normal operating range
• (Red) - Operating limit reached.
ENGINES & APU
Sec. 6.7 Page 34
Rev. 11/01/00 #5
Continental
111
Flight Manual
Fuel Flow Indications
7.9
FF
7.9
SECONDARY ENGINE DISPLAY
77712014
Fuel Flow
Displayed (White) - Fuel flow to the engine (pounds per hour x 1000).
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Flight Manual
Continental
ENGINES & APU
Sec. 6.7 Page 35
Rev. 11/01/00 #5
Oil Pressure Indications
SECONDARY ENGINE DISPLAY
77712015
Oil Pressure
Engine oil pressure (psi), displayed:
• (White) - Normal operating range
• (Amber) - Caution range reached
• (Red) - Operating limit reached.
® Oil Pressure Pointer
Engine oil pressure, displayed:
• (White) - Normal operating range
• (Amber) - Caution range reached
• (Red) - Operating limit reached.
® Oil Pressure Red Line
Displayed (red) - Oil pressure operating limit.
® Oil Pressure Amber Band
Displayed (amber) - Oil pressure caution range.
ENGINES & APU
Sec. 6.7 Page 36
Rev. 11/01/00 #5
Continental
111
Flight Manual
Oil Temperature Indications
®
OIL
TEMP
*~ [120
®
>120
SECONDARY ENGINE DISPLAY
Engine oil temperature (°C), displayed:
• (White) - Normal operating range
• (Amber) - Caution range reached
• (Red) - Operating limit reached.
® Oil Temperature Pointer
Engine oil temperature, displayed:
• (White) - Normal operating range
• (Amber) - Caution range reached
• (Red) - Operating limit reached.
© Oil Temperature Red Line
Displayed (red) - Oil temperature operating limit.
® Oil Temperature Amber Band
Displayed (amber) - Oil temperature caution range.
77712016
Oil Temperature
ENGINES & APU
777
Sec. 6.7 Page 37
Flight Manual
Continental
Rev. 11/01/00 #5
Oil Quantity Indications
30
OIL QTY
0
SECONDARY ENGINE DISPLAY
77712017
® Oil Quantity
Usable oil quantity (quarts).
Displayed:
• (White) - Normal quantity
• (Reverses the display to show black numbers on white background) -
Low quantity.
Note : lo - Displayed (white) when quantity is low.
ENGINES & APU
Sec. 6.7 Page 38
Rev. 11/01/00 #5
Continental
111
Flight Manual
Engine Vibration Indications
© — -mi
N 2
VIB
SECONDARY ENGINE DISPLAY
77712018
Engine Vibration
Engine vibration, displayed:
• (White) - Normal operating range
• (Black numbers, white background) - High vibration.
® Engine Vibration High Band
Displayed (white) - Vibration level at which automatic display of
secondary engine indications occurs.
® Vibration Source
Identifies the vibration source being displayed.
Displayed (white) - Vibration source with the highest vibration:
• Ni rotor vibration
• N 2 rotor vibration.
If the vibration source BB (broad band vibration) is displayed, the source
is unknown and average vibration is displayed.
® Engine Vibration Pointer
Displayed (white) - Engine vibration.
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Flight Manual
Continental
ENGINES & APU
Sec. 6.7 Page 39
Rev. 11/01/00 #5
Compact Engine Indications
See Section 6.10, Flight Instruments, Displays, for manual and automatic
display switching operation.
15 OILQTY \J\ LO
BB1.2 VIB 10 N 2
V
EICAS DISPLAY
77713019
Compact Engine Indications
The following changes to EICAS and the normal secondary engine
display occur:
• N 2 changes from round dial displays to a digital display. An amber
or red box frames the digital display if limits are exceeded.
• ff, oil press, oil temp are displayed as digital readouts only. The
digital displays turn amber or red if limits are exceeded.
• oil qty and vib are displayed as digital readouts only. Low oil
quantity and high vibrations are displayed the same as in the normal
format.
® Crossbleed start indication
Displayed (magenta).
ENGINES & APU
Sec. 6.7 Page 40 777
Rev. 11/01/00 #5 Continental Flight Manual
INTENTIONALLY LEFT BLANK
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ENGINES & APU
Sec. 6.7 Page 41
Rev. 11/01/00 #5
ENGINE CONTROLS
Thrust Levers
CONTROL STAND
77712020
® Reverse Thrust Levers
• Control engine reverse thrust.
• Reverse thrust can only be selected when the forward thrust levers
are closed.
• Actuates automatic speedbrakes (refer to Section 6.9, Flight
Controls).
® Forward Thrust Levers
• Controls engine forward thrust.
• The thrust levers can only be advanced if the reverse thrust levers
are down.
ENGINES & APU
Sec. 6.7 Page 42
Rev. 11/01/00 #5
Continental
111
Flight Manual
Fuel Control Switches
L FUEL CONTROL R
RUN
CONTROL STAND
77712021
FUEL CONTROL Switch
RUN (AUTOSTART ON) -
• Opens the spar fuel valve
• Arms the engine fuel valve (the EEC opens the valve when
required)
• Arms the selected ignitors(s) (the EEC turns the ignitors on when
required).
RUN (AUTOSTART OFF) -
• Opens the spar fuel valve
• Opens the engine fuel valve
• Turns ignitors on.
CUTOFF -
• Closes the fuel valves
• Removes ignitor power
• Unlocks the engine fire switch.
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Flight Manual
Continental
ENGINES & APU
Sec. 6.7 Page 43
Rev. 11/01/00 #5
Engine Control Panel
©—
NORM
ALTN
ENGINE
CONTROL '
NORM
ALTN
L ■
NORM
START I CON
START/IGNITION
AUTOSTART
ON
OFF
R
NORM
START I CON
®
OVERHEAD PANEL
77712022
Electronic Engine Control (EEC) Mode Switch
NORM -
• Selects the normal engine control mode for engine control
• The EEC sets thrust using Ni RPM as the controlling parameter.
Off (altn visible) -
• Selects the alternate engine control mode for engine control
• Thrust is set using N ; RPM as the controlling parameter.
Electronic Engine Control (EEC) Alternate (altn) Light
Illuminated (amber) - The alternate engine control mode is either
automatically or manually selected.
ENGINES & APU
Sec. 6.7 Page 44 777
Rev. 11/01/01 #7 Continental Flight Manual
© start/ignition Selector
START -
• Initiates engine start by opening the start valve
• Releases to norm at start valve cutout.
norm -
• The start valve closes
• Automatic ignition is provided for both ignitors (if the fuel control
switch is in run).
con - This position has no function on CAL GE - equipped aircraft.
(Both ignitors operate continuously only when the respective fuel
control switch is in run and the PS3 compressor discharge pressure
drops below a preset level, regardless of switch position.)
® AUTOSTART Switch
on - Arms the autostart system.
off -
• The autostart system is disabled
• The start is manually controlled.
© AUTOSTART OFF Light
Illuminated (amber) - The autostart switch is off.
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Flight Manual
Continental
ENGINES & APU
Sec. 6.7 Page 45
Rev. 11/01/00 #5
AUXILIARY POWER UNIT (APU)
APU Controls
APU
OVERHEAD PANEL
77712023
® APU Selector
OFF -
• Closes the APU bleed air isolation valve
• Initiates normal shutdown
• Resets auto shutdown fault logic.
ON - (APU operating position)
• Opens the APU fuel valve and inlet door
• Activates AC or DC fuel pump
• Powers the APU controller.
start - (momentary position, spring-loaded to on) - Initiates automatic
start sequence.
® APU FAULT Light
Illuminated (amber):
• APU fault and/or fire is detected
• APU shutdown due to fault and/or fire
• Momentarily during APU controller self-test.
ENGINES & APU
Sec. 6.7 Page 46
Rev. 11/01/00 #5
Continental
111
Flight Manual
APU Indications
4 APU *
RPM 100.1 EGT 350 C
OIL PRESS 65 PSI OIL TEMP 75 C OIL QTY 7.4
MFD STATUS DISPLAY
77712024
® APU Status Display
• rpm - APU rotation speed in percent RPM.
• egt - APU exhaust gas temperature.
• oil press - APU oil pressure in PSI.
• oil temp - APU oil temperature.
• oil qty - APU oil quantity (quarts).
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Flight Manual
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ENGINES & APU
Sec. 6.7 Page 47
Rev. 11/01/00 #5
ENGINES, APU EICAS MESSAGES
The following EICAS messages can be displayed.
APU
Message
Level
Aural
Condition
APU COOLDOWN
Memo
APU is in cool down mode.
APU LIMIT
Caution
Beeper
APU operation has exceeded a limit.
APU RUNNING
Memo
APU running, and not in cool down
mode.
APU SHUTDOWN
Advisory
APU has automatically shut down.
ENGINES & APU
Sec. 6.7 Page 48
Rev. 11/01/00 #5
Continental
111
Flight Manual
Engine
Control
Message
Level
Aural
Condition
ENG ANTI-ICE AIR
L, R
Advisory
Engine anti-ice capability is
degraded.
ENG CONTROL
L, R
Advisory
Fault is detected in the affected
engine control system.
ENG EEC MODE
L,R
Advisory
Control for the affected engine is
operating in alternate mode.
ENG FAIL L, R
Caution
Beeper
Engine speed is below idle.
ENG IDLE
DISAGREE
Advisory
One engine is at approach idle and
the other engine is at minimum idle.
ENG LIMIT PROT
L, R
Caution
Beeper
Engine control is operating in the
alternate mode and commanded N1
exceeds maximum N1 .
ENG REV LIMITED
L,R
Advisory
Engine thrust reverser will not deploy
or reverse thrust will be limited to
idle on landing.
ENG REVERSER
L, R
Advisory
Fault is detected in the affected
engine reverser system.
ENG RPM LIMITED
L, R
Advisory
Engine control is limiting affected
engine thrust to prevent N1 or N2
from exceeding the RPM operating
limit.
ENG SHUTDOWN
Caution
Beeper
Both engines were shutdown on the
ground by the fuel control switches
or fire switches.
ENG SHUTDOWN
L, R
Caution
Beeper
Engine was shutdown by the fuel
control switch or fire switch.
ENG THRUST
L,R
Caution
Beeper
Engine is not producing commanded
thrust.
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Flight Manual
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ENGINES & APU
Sec. 6.7 Page 49
Rev. 11/01/00 #5
Start
Message
Level
Aural
Condition
ENG AUTOSTART
L,R
Caution
Beeper
Autostart has failed to start the
engine.
ENG AUTOSTART
OFF
Advisory
Engine autostart switch is off.
ENG START VALVE
L,R
Advisory
Engine start valve is closed when
commanded open.
ENG STARTER
CUTOUT L, R
Caution
Beeper
Start/ignition selector remains in
start or engine start valve is open
when commanded close.
Ignition
Message
Level
Aural
Condition
CON IGNITION ON
L, L+R, R
Memo
Indicates respective engine
start/ignition selector con position
selected.
Fuel
Message
Level
Aural
Condition
ENG FUEL FILTER
L,R
Advisory
Affected engine fuel filter
contamination is approaching a level
sufficient to cause filter bypass.
ENG FUEL VALVE
L,R
Advisory
Engine fuel or spar valve position
disagrees with commanded position.
ENGINES & APU
Sec. 6.7 Page 50
Rev. 11/01/00 #5
Continental
111
Flight Manual
Oil
Message
Level
Aural
Condition
ENG OIL FILTER
L,R
Advisory
Affected engine oil filter
contamination has caused filter
bypass.
ENG OIL PRESS
L,R
Caution
Beeper
Engine oil pressure is low.
ENG OIL TEMP
L,R
Advisory
Engine oil temperature is high.
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Flight Manual
Continental
ENGINES &APU
Sec. 6.7 LEP-1
Rev. 11/01/01 #7
LIST OF EFFECTIVE PAGES
PAGE
DATE
PAGE
DATE
TOC-1
11/01/00
31
11/01/00
TOC-2
11/01/00
32
11/01/00
33
11/01/00
1
11/01/00
34
11/01/00
2
11/01/00
35
11/01/00
3
11/01/00
36
11/01/00
4
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FIRE PROTECTION
777 Sec. 6.8 TOC-1
Flight Manual Continental Rev. 11/01/02 #9
FIRE PROTECTION
TABLE OF CONTENTS
FIRE PROTECTION SYSTEM DESCRIPTION 1
Introduction 1
Engine Fire Protection 1
Engine Fire and Overheat Detection 1
Engine Fire Extinguishing 2
APU Fire Protection 3
APU Fire Detection 3
APU Fire Extinguishing 3
Main Wheel Well Fire Protection 5
Main Wheel Well Fire Detection 5
Main Wheel Well Fire Warning 5
Cargo Compartment Fire Protection 5
Cargo Compartment Smoke Detection 5
Cargo Compartment Fire Warning 5
Cargo Compartment Fire Extinguishing 6
Crew Rest Compartment Fire Protection 7
Flight Deck Crew Rest Compartment Smoke Detection 7
Lavatory Fire Protection 7
Fire and Overheat Detection System Fault Test 9
Fire and Overheat Detection System Automatic Fault Test 9
Fire and Overheat Detection System Manual Fault Test 9
CONTROLS AND INDICATORS 11
Engine Fire Protection 11
Fire Protection System EICAS Messages 19
Cabin System EICAS Messages 20
System Test Messages 20
FIRE PROTECTION
Sec. 6.8 TOC-2 777
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FIRE PROTECTION
777 Sec. 6.8 Page 1
Flight Manual Continental Rev. 11/01/00 #5
FIRE PROTECTION SYSTEM DESCRIPTION
INTRODUCTION
There are fire detection and extinguishing systems for the:
• APU
• Cargo compartments
• Engines
• Lavatories.
The flight deck crew rest compartment has a fire detection system, but no fire
extinguishing system.
The engines also have overheat detection systems.
The main gear wheel wells have a fire detection system, but no fire
extinguishing system.
Fire and overheat detection systems are powered by the battery bus. Fire
extinguishing systems are powered by the hot battery bus.
Refer to the following sections for additional information:
• Section 6.1 - Air Systems, for descriptions of equipment smoke
evacuation, and bleed duct leak and overheat detection.
• Section 6.2 - Anti-Ice, Rain, for a description of engine anti-ice system
leak protection.
ENGINE FIRE PROTECTION
Engine fire protection consists of these systems:
• Engine fire and overheat detection
• Engine fire extinguishing.
Engine Fire and Overheat Detection
There are two detector loops in each engine nacelle. Each detector loop
provides both fire and overheat detection. Normally, both loops must detect a
fire or overheat condition to cause an engine fire warning or overheat caution.
If a fault is detected in one loop, the system automatically switches to single
loop operation. If the operating loop senses a fire or overheat, the system
provides the appropriate fire warning or overheat caution.
FIRE PROTETION
Sec. 6.8 Page 2 777
Rev. 11/01/00 #5 Continental Flight Manual
If there are faults in both detector loops in an engine nacelle, no fire or
overheat detection is provided. The EICAS advisory message det fire eng (l
or r) is displayed if the engine fire detection system fails.
Engine Fire Warning
The indications of an engine fire are:
• The fire bell sounds
• The master warning lights illuminate
• The EICAS warning message fire eng (l or r) is displayed
• The engine fire switch left or right fire warning light illuminates
• The engine fire switch unlocks
• The engine fuel control (l or r) switch fire warning light illuminates.
Engine Overheat Caution
The indications of an engine overheat are:
• The caution beeper sounds
• The master caution lights illuminate
• The EICAS caution message overheat eng (l or r) is displayed.
Engine Fire Extinguishing
There are two engine fire extinguisher bottles. Either or both bottles can be
discharged into either engine.
When the engine fire switch is pulled out, rotating the fire switch in either
direction discharges a single extinguisher bottle into the associated engine.
Rotating the engine fire switch in the other direction discharges the remaining
extinguisher bottle into the same engine.
If an extinguisher bottle is discharged or has low pressure:
• The eng btl (1 or 2) disch light illuminates
• The EICAS advisory message bottle (1 or 2) disch eng is displayed.
FIRE PROTECTION
777 Sec. 6.8 Page 3
Flight Manual Continental Rev. 11/01/00 #5
APU FIRE PROTECTION
APU fire protection consists of these systems:
• APU fire detection
• APU fire extinguishing.
APU Fire Detection
The APU compartment has dual fire detector loops. There is no APU
overheat detection.
Normally, both loops must detect a fire to produce a fire warning. An APU
fire warning automatically shuts down the APU.
If a fault is detected in one loop, the system automatically switches to single
loop operation. If the operating loop detects a fire, an APU fire warning
occurs and the APU shuts down.
The EICAS advisory message det fire apu is displayed if the APU fire
detection system fails.
APU Fire Warning
The indications of an APU fire warning are:
• The fire bell sounds
• The master warning lights illuminate
• The EICAS warning message fire apu is displayed
• The APU fire switch fire warning light illuminates
• The APU fire switch unlocks.
APU Fire Extinguishing
There is one APU fire extinguisher bottle. When the APU fire switch is
pulled out, rotating the switch in either direction discharges the extinguisher
bottle into the APU compartment. If the bottle is discharged or has low
pressure:
• The apu btl disch light illuminates
• The EICAS advisory message bottle disch apu is displayed.
When the airplane is on the ground with both engines shut down, a fire signal
from either APU fire detector loop causes automatic APU shutdown and the
extinguisher bottle automatically discharges.
FIRE PROTETION
Sec. 6.8 Page 4 777
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FIRE PROTECTION
Sec. 6.8 Page 5
Rev. 11/01/00 #5
MAIN WHEEL WELL FIRE PROTECTION
The main wheel well has fire detection only. There is no fire extinguishing
system. The nose wheel well does not have a fire detection system.
Main Wheel Well Fire Detection
The main wheel well fire detection system consists of dual fire detector loops.
Main Wheel Well Fire Warning
The indications for a main wheel well fire are:
• The fire bell sounds
• The EICAS warning message fire wheel well is displayed
• The master warning lights illuminate.
CARGO COMPARTMENT FIRE PROTECTION
Cargo compartment fire protection consists of these systems:
• Cargo compartment smoke detection
• Cargo compartment fire extinguishing.
Cargo Compartment Smoke Detection
The forward and aft cargo compartments each have smoke detectors. Each
compartment is divided into three detection zones. If smoke is detected in any
zone, a fire warning occurs.
Whenever cargo compartment smoke detection is inoperative, the EICAS
advisory message det fire cargo (fwd or aft) is displayed.
Cargo Compartment Fire Warning
The indications of a cargo compartment fire are:
• The fire bell sounds
• The master warning lights illuminate
• The EICAS warning message fire cargo (fwd or aft) is displayed
• The cargo fire (fwd or aft) fire warning light illuminates.
FIRE PROTETION
Sec. 6.8 Page 6
Rev. 11/01/00 #5
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Cargo Compartment Fire Extinguishing
Five fire extinguisher bottles are installed for cargo compartment fire
extinguishing. Pushing the fwd or aft cargo fire arm switch (armed visible)
arms the extinguishers.
In flight, pushing the cargo fire discharge switch causes the immediate total
discharge of two rapid dump-extinguishing bottles (1A and IB) into the
selected compartment. The bottles are identical and weigh approximately 65
lbs. each. The squib explosion opens the diaphragms in the dump bottles and
in the selected flow valve. Nitrogen pressure pushes the halon from the
bottles, through the open flow valve, and into the selected compartment.
Pressure in the discharge line operates the in-line pressure switch. The switch
gives the flight deck indication of bottle discharge. Once the squibs are fired
the ELMS starts a twenty-minute timer. After twenty minutes, the ELMS
fires the squibs for the remaining three metered bottles (2 A, 2B and 2C). The
metered bottles are identical and weigh approximately 80 lbs. each. Halon
from the bottles goes through the filter/regulator and into the selected cargo
compartment. The filter/regulator causes a slow and continuous flow of halon
into the cargo compartment to keep the fire out.
If the airplane lands before the twenty-minute timer delay ends, only one
metered bottle (2A) discharges at landing. The remaining two metered bottles
(2B and 2C) do not discharge.
On the ground, if a CARGO fire discharge switch is pushed, two rapid dump-
extinguishing bottles discharge into the selected compartment. The ELMS
starts a twenty-minute timer. After twenty minutes the squib for metered
bottle 2A fires. Metered bottles 2B and 2C do not discharge when the
airplane is on the ground.
When cargo fire extinguisher bottle discharge is initiated:
• The cargo fire discharge switch light illuminates when the first two
extinguisher bottles begin to discharge.
• The EICAS advisory message bottle disch cargo is displayed when the
first two extinguisher bottles have completely discharged.
• The cargo fire FWD/AFT warning message is likely to remain after the fire
is extinguished due to smoke in the cargo compartment.
FIRE PROTECTION
777 Sec. 6.8 Page 7
Flight Manual Continental Rev. 11/01/02 #9
CREW REST COMPARTMENT FIRE PROTECTION
Flight Deck Crew Rest Compartment Smoke Detection
Smoke detectors are installed in the flight deck crew rest compartment. The
EICAS caution message smoke crew rest f/d indicates smoke in the flight
deck crew rest compartment.
Lavatory Fire Protection
Lavatory fire protection consists of these systems:
• Lavatory fire detection
• Lavatory waste container fire extinguishing.
Lavatory Fire Detection
Each lavatory has a single smoke detector. If smoke is detected, an aural alert
sounds in the lavatory and in the cabin. In addition, the lavatory call light
flashes and the master call light at the associated attendant station illuminates.
The EICAS advisory message smoke lavatory indicates smoke is detected in
one of the lavatories.
FIRE PROTETION
Sec. 6.8 Page 8
777
Rev. 11/01/02 #9
Continental
Flight Manual
Lavatory Fire Extinguishing System
An automatic fire extinguisher system is located beneath the sink area in each
lavatory. The extinguisher discharges non-toxic freon gas through one, or
both, of two heat-activated nozzles. Both nozzles discharge toward the towel
disposal container. The color of the nozzle tips will change to an aluminum
color when the extinguisher has discharged.
A temperature-indicator placard is located on the inside of the access door
below each sink. White dots on the placard will turn black when exposed to
high temperatures. If an indicator has turned black, or a nozzle tip has
changed color, it should be assumed that the extinguisher has discharged. An
inspection for fire damage should be made, the extinguisher replaced, and the
temperature-indicator placard replaced before the next flight.
There is no flight deck indication.
7771307
TEMPERATURE INDICATOR
TEMPERATURE INDICATOR STRIP
180° F 200° F 230° F 250° F
o o o o
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FIRE PROTECTION
Sec. 6.8 Page 9
Rev. 11/01/02 #9
FIRE AND OVERHEAT DETECTION SYSTEM FAULT TEST
The fire and overheat detection system has automatic and manual fault testing.
Fire and Overheat Detection System Automatic Fault Test
Fire and overheat detection system testing is automatic. The engine and APU
systems continuously monitor the fire/overheat detector loops for faults. The
cargo and wheel well systems continuously monitor for any system faults.
If a fault is detected, the system automatically reconfigures for single loop
operation. Complete system failures are indicated by an EICAS advisory
message for the failed system:
• DET FIRE ENG (L Or R)
» DET FIRE APU
• DET FIRE CARGO (FWD Or AFT).
Fire and Overheat Detection System Manual Fault Test
The fire and overheat detection systems can be tested manually by pushing
and holding the fire/overheat test switch.
The indications for a manual fire and overheat detection system test are:
• The fire bell rings
• The nose wheel well APU fire warning horn sounds (on the ground)
• The EICAS warning message fire test in prog is displayed
• These lights illuminate:
• The master warning lights
• The left and right engine fire warning lights
• The APU fire warning light
• The nose wheel well APU fire warning light
• The fwd and aft cargo fire warning lights
• The left and right fuel control switch fire warning lights.
FIRE PROTETION
Sec. 6.8 Page 10 777
Rev. 11/01/02 #9 Continental Flight Manual
When the test is complete, the EICAS warning message fire test pass or fire
test fail replaces the fire test in prog message; the switch can be released.
The appropriate system EICAS messages are displayed with the fire test fail
message:
• DET FIRE ENG (L Or R)
• DET FIRE APU
• DET FIRE CARGO
(fwd or AFT)
All test messages clear when the test switch is released. If the switch is
released with the fire test in prog message displayed, the test ends without
completing.
• DET FIRE WHEEL WELL
• DET OVERHEAT ENG
(l or r).
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FIRE PROTECTION
Sec. 6.8 Page 11
Rev. 11/01/00 #5
CONTROLS AND INDICATORS
ENGINE FIRE PROTECTION
&
ENG BTL ENG BTL
1 DISCH 2 DISCH*
L
E
T
DISCH ^
R
I
G
H
T
AFT AISLE STAND
ENGINE FIRE PANEL
ENGINE &APU
FIRE PANEL
Engine Fire Switches
In (normal position, mechanically locked) - unlocks automatically for a
fire warning, or when the fuel control switch is in cutoff.
Out-
Arms both engine fire extinguishers
Closes the associated engine and spar fuel valves
Closes the associated engine bleed air valves
Trips the associated engine generator field and generator breaker
Shuts off hydraulic fluid to the associated engine-driven hydraulic
pump
Depressurizes the associated engine-driven hydraulic pump
Removes power from the thrust reverser isolation valve.
Rotate to position 1 or 2 - discharges the selected fire extinguisher into
the engine.
FIRE PROTETION
Sec. 6.8 Page 12
Rev. 11/01/00 #5
777
Continental
Flight Manual
(D
Engine Fire Warning Lights
Illuminated (red) -
• An engine fire is detected, or
• The fire/overheat test switch is pushed.
v3) Engine Bottle Discharged (eng btl disch) Lights
Illuminated (amber) - The extinguisher bottle is discharged or has low
pressure.
® Engine and APU Fire Override Switches
Push - Unlocks the fire switch.
FIRE PROTECTION
777 Sec. 6.8 Page 13
Flight Manual Continental Rev. 11/01/00 #5
FUEL CONTROL
L R
RUN
CONTROL STAND
7771 302
FUEL CONTROL SWITCHES
fuel control Switch Fire Warning Lights
Illuminated (red) -
• An associated engine fire is detected, or
• The fire/overheat test switch is pushed.
FIRE PROTETION
Sec. 6.8 Page 14
Rev. 11/01/00 #5
Continental
111
Flight Manual
0-
APU BTL
DISCH
CARGO FIRE
(2)"
( DISCH
J*
FWD
-ARM-
AFT
ARMED
AFT-"
FIRE/
OVHT
TEST
DISCH
DISCH
■o
-©
OVERHEAD PANEL
7771303
APU AND CARGO FIRE PANEL
APU Bottle Discharge (apu btl disch) Light
Illuminated (amber) - The extinguisher bottle is discharged or has low
pressure.
® apu Fire Switch
In - Normal position, mechanically locked; unlocks automatically for a
fire warning.
Out -
• Arms the APU fire extinguisher bottle
• Closes the APU fuel valve
• Closes the APU bleed air valves
• Closes the APU air inlet door
• Trips the APU generator field and generator breaker
• Shuts down the APU (if automatic shutdown does not occur).
Rotate - Either direction discharges the APU fire extinguisher into the
APU compartment.
FIRE PROTECTION
777
Sec. 6.8 Page 15
Rev. 11/01/00 #5
Flight Manual
Continental
®
apu Fire Warning Light
Illuminated (red) -
• An APU fire is detected, or
• The fire/overheat test switch is pushed.
The APU automatically shuts down for a detected fire.
®
cargo fire arm Switches
ARMED -
• Arms all cargo fire extinguisher bottles
• Arms the selected compartment extinguisher valve
• Turns off both lower recirculation fans
• Shuts down cargo heat
• Commands the packs to provide the minimum air flow required to
provide pressurization
• Shuts down the bulk cargo compartment ventilation system operation
(aft cargo fire only)
• Shuts down the lavatory /galley vent fan (aft cargo fire only)
• Puts the equipment cooling system into the override mode (forward
cargo fire only).
Off (blank) - normal position.
® CARGO fire Warning Lights
Illuminated (red) -
• Associated cargo compartment smoke is detected, or
• The fire/overheat test switch is pushed.
© CARGO FIRE Discharge (disch) Switch
Push - discharges the fire extinguisher bottles into the armed cargo
compartment.
® CARGO FIRE Discharge (disch) Light
Illuminated (amber) - The first two extinguisher bottles have begun to
discharge.
FIRE PROTETION
Sec. 6.8 Page 16 777
Rev. 11/01/00 #5 Continental Flight Manual
® FIRE/OVERHEAT TEST Switch
Push and hold -
• Sends fire/overheat test signals to the engine, APU, wheel well, and
cargo compartment fire detector systems
• Tests flight deck fire and overheat indications (see Fire and Overheat
Detection System Manual Fault Test, Section 6.7).
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Flight Manual
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FIRE PROTECTION
Sec. 6.8 Page 17
Rev. 11/01/00 #5
NOSE WHEEL WELL
APU GROUND CONTROL FIRE PROTECTION PANEL
-©
-©
W APU FIRE WARNING HORN
Sounds intermittently during ground operation for an APU fire or fire
test.
® APU FIRE Light
Illuminated (red) -
• An APU fire is detected, or
• A fire/overheat test is in progress.
The APU automatically shuts down for a detected fire.
@ APU FIRE BOTTLE ARMED Light
Illuminated (amber) - The APU fire extinguisher is armed.
FIRE PROTETION
Sec. 6.8 Page 18 777
Rev. 11/01/00 #5 Continental Flight Manual
® APU BOTTLE DISCHARGED Light
Illuminated (amber) - The extinguisher bottle pressure is low.
® APU BOTTLE DISCHARGE Switch
Push - Discharges the APU fire extinguisher into the APU compartment.
® apu fire shutdown Switch
Push (red) -
• Shuts down the APU
• Arms the APU fire extinguisher.
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FIRE PROTECTION
Sec. 6.8 Page 19
Rev. 11/01/00 #5
FIRE PROTECTION SYSTEM EICAS MESSAGES
The following EICAS messages can be displayed.
Airplane System EICAS Messages
Message
Level
Aural
Condition
BOTTLE 1, 2 DISCH
ENG
Advisory
Engine fire extinguisher bottle 1 or
bottle 2 pressure is low.
BOTTLE DISCH APU
Advisory
APU fire extinguisher bottle pressure
is low.
BOTTLE DISCH
CARGO
Advisory
Both rapid discharge cargo fire
extinguisher bottle pressures are low.
DET FIRE APU
Advisory
APU fire detection is inoperative.
DET FIRE CARGO
AFT, FWD
Advisory
Affected cargo compartment smoke
detection is inoperative.
DET FIRE ENG L, R
Advisory
Affected engine fire detection is
inoperative.
FIRE APU
Warning
Fire
Bell
Fire is detected in the APU.
FIRE CARGO AFT,
FWD
Warning
Fire
Bell
Smoke is detected in the affected
cargo compartment.
FIRE ENG L, R
Warning
Fire
Bell
Fire is detected in the engine.
FIRE WHEEL WELL
Warning
Fire
Bell
Fire is detected in a main wheel well.
OVERHEAT ENG L, R
Caution
Beeper
Overheat is detected in the affected
nacelle.
FIRE PROTETION
Sec. 6.8 Page 20
Rev. 11/01/00 #5
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Cabin System EICAS Messages
Message
Level
Aural
Condition
SMOKE CREW REST
F/D
Caution
Smoke is detected in flight deck crew rest
compartment.
SMOKE LAVATORY
Advisory
Smoke is detected in one of the lavatories.
System Test Messages
The following messages are associated only with the manually-initiated fire
test.
Message
Level
Aural
Condition
DET FIRE WHEEL
WELL
Advisory
Wheel well fire detection system is failed.
DET OVERHEAT
ENG L, R
Advisory
Affected engine overheat detection system
is failed.
FIRE TEST FAIL
Warning
One or more fire/overheat detection
systems have failed to successfully
complete the manually initiated fire
overheat test.
FIRE TEST IN PROG
Warning
A manually initiated fire/overheat
detection system test is in progress.
FIRE TEST PASS
Warning
A manually initiated test of the
fire/overheat detection system has been
completed.
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FIRE PROTECTION
Sec. 6.8 LEP-1
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FLT CONTROLS
FLIGHT CONTROLS
TABLE OF CONTENTS
FLIGHT CONTROL SYSTEM OVERVIEW 1
Introduction 1
Pilot Controls 1
Flight Control Surfaces 2
FLY-BY-WIRE SYSTEM 5
Overview 5
Normal Mode 5
Normal Mode Pitch Control 7
Normal Mode Roll Control 11
Normal Mode Yaw Control 13
Secondary Mode 15
Direct Mode 16
Secondary and Direct Mode Pitch Control 17
Secondary and Direct Mode Roll Control 17
Secondary and Direct Mode Yaw Control 17
Mechanical Backup 18
FLAPS AND SLATS 19
Overview 19
Flap And Slat Operating Modes 19
Primary Mode 19
Secondary Mode 21
Alternate Mode 22
Flap Indications 23
CONTROLS AND INDICATORS 25
Thrust Asymmetry Compensation and Primary Flight
Computers Controls 25
Pitch and Stabilizer Trim Systems 26
Control Wheel and Column 26
Stabilizer Trim System 27
Aileron and Rudder Trim Controls 29
Rudder/Brake Pedals 31
Speedbrake Lever 32
Flap System 33
Flap Controls 33
Flap Limit Placard 34
Normal Flap Position Indication 35
Flap Load Relief Indication 36
Expanded Flap and Slat Position Indication 37
FLT CONTROLS
Sec. 6.9 TOC-2 777
Rev. 11/01/00 #5 Continental Flight Manual
Flight Control Synoptic Displays 38
Normal Flight Control Synoptic 38
Non-Normal Flight Control Synoptic 39
Flight Control System EICAS Messages 40
FLT CONTROLS
777 Sec. 6.9 Page 1
Flight Manual Continental Rev n/oi/oo #5
FLIGHT CONTROL SYSTEM OVERVIEW
INTRODUCTION
The primary flight control system is an electronically operated (fly-by-wire) /
hydraulically actuated, highly redundant system with three operating modes:
normal, secondary and direct. In addition, there is a mechanical backup for
the unlikely event of complete electrical shutdown.
The primary flight control system uses conventional control wheel, column,
and pedal inputs from the pilot to electronically command the flight control
surfaces. The pilot always has ultimate control authority; the flight control
computers cannot override a pilot command. The system provides
conventional control feel and pitch responses to speed and trim changes. The
system electronic components provide enhanced handling qualities and reduce
pilot workload.
The secondary flight controls, consisting of flaps and slats, are hydraulically
actuated with an electrically powered backup system.
PILOT CONTROLS
The pilot controls consist of:
• Two control columns • The speedbrake lever
• Two control wheels • The flap lever
• Two pairs of rudder pedals • Aileron trim switches
• Control wheel pitch trim • Rudder trim switch
switches • Manual rudder trim cancel
• Alternate pitch trim levers switch.
The columns and wheels are connected through jam override mechanisms. If
a jam occurs in a column or wheel, the pilots can maintain control by applying
force to the other column or wheel to overcome the jam.
The rudder pedals are rigidly connected between the two sides.
The speedbrake lever allows manual or automatic symmetric actuation of the
spoilers.
The pilot controls command these system electronic components:
• Four Actuator Control Electronics (ACEs)
• Three Primary Flight Computers (PFCs).
FLT CONTROLS
Sec. 6.9 Page 2
Rev. 11/01/00 #5
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The ACEs receive input signals from pilot controls and send control signals to
the flight control surfaces. The distribution of ACE signals to flight control
surfaces is designed so no ACE controls all surfaces in any axis, which
provides redundancy and improves reliability.
In the normal and secondary mode, the ACEs send the pilot inputs to the
PFCs. The PFCs use information from other airplane systems (such as air
data, inertial data, flap and slat position, engine thrust, and radio altitude) to
compute control surface commands for enhanced handling qualities. The
ACEs receive enhanced control commands back from the PFCs and use the
commands to position the flight control surfaces.
The autopilot sends commands directly to the PFCs. See Section 6.4,
Automatic Flight.
The EICAS caution message flight controls is displayed if:
• Multiple ACE and/or hydraulic system failures cause the loss of a
significant number of control surfaces, or
• Other flight control system faults are detected.
FLIGHT CONTROL SURFACES
Elevators (2)
Flaperons (2)
Located between the inboard and outboard flaps on both wings. They are
used for roll control, additionally, for increased lift, the flaperons move down
and aft in proportion to trailing edge flap extension
Ailerons (2)
Located outboard of the outboard flaps on each wing. For increased lift, the
ailerons move down for flaps 5, 15, and 20, to improve takeoff performance.
The ailerons are locked out during high-speed flight.
Spoilers (14)
Symmetric spoilers are used as speedbrakes; asymmetric spoilers assist in roll
control.
Spoilers 5 and 10 are locked out during high-speed flight; the remaining
spoilers provide sufficient roll control. During low speed flight, these panels
augment roll control.
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FLT CONTROLS
Sec. 6.9 Page 3
Rev. 11/01/00 #5
Rudder
A single rudder provides yaw control. The lower portion of the rudder has a
hinged section that deflects twice as far as the main rudder surface to provide
additional yaw authority. During takeoff, the rudder becomes
aerodynamically effective at approximately 60 knots.
Flaps (4)
One inboard and one outboard flap on the trailing edge of each wing.
Slats (14)
One inboard and six outboard slats on the leading edge of each wing.
Krueger Flaps (2)
Two position flap on the leading edge of each wing that provides a seal
between the inboard slat and engine nacelle.
FLIGHT CONTROL SURFACE LOCATIONS
7771401
FLT CONTROLS
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7771419
ACTUATOR CONTROL ELECTRONICS / HYDRAULIC
POWER DISTRIBUTION
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Sec. 6.9 Page 5
Rev. 11/01/00 #5
FLY-BY-WIRE SYSTEM
OVERVIEW
There are three primary flight control system fly-by- wire operating modes:
• Normal
• Secondary
• Direct.
All the modes use the same pilot controls and flight control surfaces.
In the event of a complete electrical shutdown there is a mechanical backup
system for operating selected flight controls.
NORMAL MODE
In the normal mode during manual flight, the ACEs receive pilot control
inputs and send these signals to the three PFCs. The PFCs verify these signals
and information from other airplane systems to compute control surface
commands for enhanced handling qualities, and then send commands back to
the ACEs. The ACEs send the enhanced signal causing the flight control
surface actuators to move.
When the autopilot is engaged, the autopilot system sends commands directly
to the PFCs. The PFCs generate control surface commands, which are then
sent to the ACEs in the same manner as pilot control inputs. The autopilot
commands move the pilot controls to provide indications of what the autopilot
is doing. If the pilot overrides the autopilot with control inputs, the PFCs
disconnect the autopilot and use the pilot control inputs. The autopilot is only
available during normal mode operation. Refer to Section 6.4, Automatic
Flight, for autopilot operation.
The PFCs automatically perform a self-test when the hydraulic systems are
shut down. During the test, various EICAS alert and status messages display,
trim indicator information blinks, and various failure indications display on
the flight controls synoptic. These messages disappear, and the indicators and
synoptic return to normal, when the self-test is complete (approximately two
minutes after the EICAS caution message hyd press sys l+c+r is displayed).
FLT CONTROLS
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A flight envelope protection system reduces the possibility of inadvertently
exceeding the airplane's flight envelope. The flight envelope protection
system provides crew awareness of envelope margins through tactile, aural,
and visual cues. The protection functions do not reduce pilot control
authority. The protection functions are described later in this section and
include stall protection, overspeed protection, and roll envelope bank angle
protection.
NORMAL MODE OPERATION
Pilot or autopilot control inputs command the PFCs
to generate control surface commands.
Mode
Control
Panel
Inputs
1
1
AUTOPILOTS
Pilot Control
Inputs
PRIMARY
FLIGHT
COMPUTERS
PFCs
• redundant
• contain enhanced
control features
• generate all control
surface commands.
Control
Surfaces
ACTUATOR
CONTROL
ELECTRONICS
ACEs
Provide redundant
control in each axis
PL
SPOILERS
AILERONS
FLAPERONS
ELEVATORS
RUDDER
STABILIZER
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Normal Mode Pitch Control
Overview
In the normal mode, airplane pitch control characteristics are like
conventional airplanes. Unlike conventional airplanes, the control column
does not directly position the elevator in flight. The control column
commands the PFCs to generate a pitch maneuver. The PFCs automatically
position the elevator and the stabilizer to generate the commanded maneuver.
The PFCs constantly monitor airplane response to pilot commands and
reposition the elevator and stabilizer to carry out these commands. Airplane
pitch responses to thrust changes, gear configuration changes, and turbulence
are automatically minimized by PFC control surface commands.
The PFCs also provide compensation for flap and speedbrake configuration
changes, and turns up to 30° of bank. The PFCs automatically control pitch to
maintain a relatively constant flight path. This eliminates the need for the
pilot to make control column inputs to compensate for these factors. For turns
up to 30° of bank, the pilot does not need to add additional column back
pressure to maintain altitude. For turns of more than 30° of bank, the pilot
does need to add column back pressure.
When the autopilot is not engaged, as airspeed changes, the pitch control
system provides conventional pitch characteristics by requiring the pilot to
make control column inputs or trim changes to maintain a constant flight path.
Manual trim is necessary only when changing airspeed. Manual trim is not
necessary when changing configuration.
Pitch Trim
Primary Pitch Trim
Primary pitch trim is controlled by the dual pitch trim switches on each
control wheel. Both switches must be moved to command trim changes. The
primary pitch trim switches are inhibited when the autopilot is engaged. Pitch
trim does not move the control column.
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In the normal mode, primary pitch trim operates differently on the ground
than it does in flight. On the ground, the stabilizer is directly positioned when
the pilot uses the pitch trim switches. In flight, the pitch trim switches do not
position the stabilizer directly; they provide inputs to change the trim
reference speed. The trim reference speed is the speed at which the airplane
would eventually stabilize if there were no control column inputs. Once the
control column forces are trimmed to zero, the airplane maintains a constant
speed with no column inputs. Thrust changes result in a relatively constant
indicated airspeed climb or descent, with no trim inputs needed unless
airspeed changes.
When pilot trim inputs are made, the PFCs analyze the command and generate
signals to move the elevators to achieve the trim change, then moves the
stabilizer to streamline the elevator. Stabilizer motion may also automatically
occur to streamline the stabilizer and elevator for thrust and configuration
changes.
Alternate Pitch Trim
Alternate pitch trim is controlled by the dual alternate pitch trim levers on the
aisle stand. Both levers must be moved to command trim changes. These
levers move the stabilizer directly (all modes) and also change the reference
airspeed in flight (normal mode). The alternate pitch trim levers are directly
linked to the stabilizer via control cables. Alternate pitch trim commands
have priority over wheel pitch trim commands in all flight control modes.
Moving the alternate pitch trim levers with the autopilot engaged does not
disconnect the autopilot, but does move the stabilizer. Moving the alternate
pitch trim levers during stall or overspeed protection does move the stabilizer,
but does not remove column forces.
Note : The alternate pitch trim levers should not be used with the autopilot
engaged or during stall or overspeed protection.
Elevator Feel
The PFCs calculate feel commands based on airspeed. In general, control
column forces increase:
• As airspeed increases or
• As column displacement increases.
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Stabilizer
The stabilizer is powered by the center and right hydraulic systems. Stabilizer
position commands are sent to the stabilizer trim control modules, which
control hydraulic power to the stabilizer. There are two modules, one for each
stabilizer hydraulic source.
Stabilizer Position Indication and Greenband
Stabilizer position is displayed on two stabilizer position indicators located on
the aisle stand. Stabilizer position is also displayed on the flight controls
synoptic.
The stabilizer position indicators also display the takeoff green band
indication. The green band automatically displays the acceptable range for
takeoff stabilizer positions. There are three greenband segments that can be
illuminated for takeoff:
• The midband
• The nose down band (added forward of the midband)
• The nose up band (added aft of the midband).
The greenband is calculated using the FMC inputs of CG, gross weight, and
takeoff thrust. A nose gear pressure switch provides an automatic crosscheck
of the CG to ensure that the correct greenband has been selected. When either
the nose up or nose down band is displayed, the pressure switch position is
compared to the computed greenband. The nose gear oleo pressure switch
does not crosscheck the CG when the midband segment is selected. The
EICAS advisory message stab greenband is displayed if the pressure switch
and the greenband disagree. If the stabilizer signal is not present or is invalid,
the greenband and the pointer are not displayed.
Stabilizer Non-Normal Operation
If uncommanded stabilizer motion is sensed, hydraulic power to the stabilizer
control module that caused the motion is automatically shut off. If a module
is inoperative due to an automatic shutdown or another failure, the EICAS
advisory message stabilizer c or stabilizer r is displayed. The stabilizer
remains operative through the remaining stabilizer control module.
If both stabilizer control modules automatically shut down or fail, the EICAS
warning message stabilizer is displayed. The stabilizer warning is also
displayed if automatic shutdown fails to stop uncommanded motion.
FLT CONTROLS
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The center and right stabilizer cutout switches, located on the aisle stand,
control hydraulic power to the respective stabilizer control module. Placing
both switches in the CUTOUT position removes all hydraulic power from the
stabilizer. The EICAS advisory message stabilizer cutout is displayed when
both stabilizer cutout switches are in the cutout position. The stabilizer
warning message is no longer displayed.
In the normal flight control mode, when the stabilizer is manually shut down
or failed, pitch trim is still available. Pilot pitch trim inputs change the trim
reference speed and then reposition the elevators to trim the airplane.
The control column can be used to interrupt pitch trim commands from the
wheel pitch trim switches. This feature allows the pilot to quickly stop
uncommanded trim changes due to stuck pitch trim switches. The pitch trim
commands are interrupted if the control column is displaced in the opposing
direction.
Automatic Protection Features
Pitch Envelope Protection
The pitch envelope protection functions include:
• Stall protection
• Overspeed protection.
Stall protection reduces the likelihood of inadvertently exceeding the stall
angle of attack by providing enhanced crew awareness of the approach to a
stall or to a stalled condition.
Stall protection limits the speed to which the airplane can be trimmed. At
approximately the minimum maneuvering speed (approximately the top of the
amber band), stall protection limits the trim reference speed so that trim is
inhibited in the nose up direction. The pilot must apply continuous aft column
force to maintain airspeed below the minimum maneuvering speed. Use of
the alternate pitch trim levers does not reduce the column forces. When flying
near stall speed, the column force increases to a higher level than would occur
for an equivalent out-of-trim condition above the minimum maneuvering
speed.
When armed, the auto throttles support stall protection. If speed decreases to
near stick shaker activation, the autothrottle engages in the appropriate mode
(spd or thr ref) and advances thrust to maintain minimum maneuvering
speed or the speed set in the mode control panel speed window, whichever is
greater. The EICAS message airspeed low is displayed.
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Sec. 6.9 Page 11
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Note : When the pitch mode is flch or toga, or the airplane is below 400
feet above the airport on takeoff, or below 1 00 feet radio altitude on
approach, the autothrottle will not automatically engage.
Refer to Section 6.10, Flight Instruments, Displays, for PFD indications.
Refer to Section 6.4, Automatic Flight, for mode control panel and
autothrottle operation.
Overspeed protection limits the speed to which the airplane can be trimmed.
At Vmo/Mmo, overspeed protection limits the trim reference speed so that trim
is inhibited in the nose down direction. The pilot must apply continuous
forward column force to maintain airspeed above V M o/M mo . Use of the
alternate pitch trim levers does not reduce column forces.
Normal Mode Roll Control
Overview
Roll control is similar to conventional airplanes. Aileron and flaperon surface
deflections are proportional to control wheel displacement. Spoilers begin to
extend to augment roll control after several degrees of control wheel rotation.
Control wheel forces increase as control displacement increases. Control
wheel forces do not change with airspeed changes. The ailerons are locked
out at high speeds.
There are 7 sets of spoilers, 5 outboard and 2 inboard, on the upper surface of
each wing. The spoilers are numbered from left to right, 1 through 14.
Spoilers on opposing wings are symmetrically paired.
The spoilers supplement roll control in response to control wheel commands.
Spoiler panels 5 and 10 are locked out during cruise, depending on altitude
and airspeed.
Spoilers 4 and 1 1 are mechanically controlled through a cable from the
control wheel. These spoilers are available for roll control until the
speedbrake lever is moved to near the UP position, when they function as
speedbrakes only.
All three hydraulic systems supply the spoilers. Each hydraulic system is
dedicated to a different set of spoiler pairs to provide isolation and maintain
symmetric operation in the event of hydraulic system failure. If a single
spoiler fails, the corresponding spoiler on the other wing retracts. Failure of a
single or multiple spoiler pairs cause the EICAS advisory message spoilers to
display.
Spoilers
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Speedbrakes
The 14 spoiler panels are used as speedbrakes to increase drag and reduce lift,
both in flight and on the ground. In the normal mode, when used as
speedbrakes, spoilers 5 and 10 are available as ground speedbrakes only.
The speedbrakes are controlled by the speedbrake lever located on the control
stand. The lever has three marked positions:
• DOWN
• ARMED
The speedbrake lever can be placed in intermediate positions between armed
and UP.
In the armed position, the speedbrake lever is driven aft to the up position
when the landing gear is fully on the ground (not tilted) and the thrust levers
are at idle.
The EICAS memo message speedbrake armed is displayed when the
speedbrake lever is armed.
On the ground when either reverse thrust lever is moved to the reverse idle
detent, the speedbrakes automatically extend. The speedbrake lever does not
need to be in the armed position. A mechanical link between the speedbrake
lever and the reverse thrust levers raises the speedbrake lever out of the down
detent. The speedbrake lever is then driven aft and the speedbrakes extend. If
either thrust lever is advanced to a takeoff position, the speedbrake lever is
driven to the down position.
The EICAS message speedbrake extended is displayed if speedbrakes are
extended when flaps are in the landing position, radio altitude is between 15
feet and 800 feet, or the thrust lever is not closed.
Aileron Trim
Dual aileron trim switches located on the aisle stand must be pushed
simultaneously to command trim changes. The amount of aileron trim is
indicated on a scale on the top of each control column.
up
Aileron trim is inhibited when the autopilot is engaged.
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Sec. 6.9 Page 13
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Automatic Protection Features
Roll Envelope Bank Angle Protection
Bank angle protection reduces the likelihood of exceeding the bank angle
boundary due to external disturbances, system failures, or inappropriate pilot
action.
Bank angle protection provides roll control wheel inputs when airplane bank
angle exceeds approximately 35°. If the boundary is exceeded, the control
wheel force rolls the airplane back within 30° of bank. The pilot can override
this roll command. Maximum control wheel deflection always commands
maximum control surface deflection. The autopilot disengage bar disables
bank angle protection.
Excessive bank angles are indicated on the PFD bank indicator. The indicator
changes color to amber at bank angles exceeding 35°. Refer to Section 6.10,
Flight Instruments, Displays, for PFD indications.
Normal Mode Yaw Control
Yaw control operation is similar to a conventional airplane. Rudder surface
deflections are proportional to rudder pedal movements.
Pedal forces increase as pedal displacement increases. Pedal forces do not
change with airspeed changes.
The rudder ratio changer automatically reduces rudder deflection (for a given
pedal input) as airspeed increases. This protects the vertical tail structure
from stresses resulting from large rudder surface deflections at high airspeeds.
Sufficient rudder authority is provided at all airspeeds to maintain airplane
control in engine-out conditions, as well as during takeoffs and landings in
crosswinds.
Rudder Trim
The rudder trim control can be used to command manual rudder trim in all
three flight control modes. Two rudder trim speeds are available. Low rate
rudder trim is commanded by rotating the control to the detent. High rate
rudder trim is commanded by rotating the control past the detent, manual trim
cancel switch actuation causes manually set rudder trim to return to zero at
the high trim rate. The switch has no effect on rudder trim inputs from TAC.
FLT CONTROLS
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Automatic Protection Features
Thrust Asymmetry Compensation
The Thrust Asymmetry Compensation (TAC) system significantly reduces
uncommanded flight path changes associated with an engine failure. TAC
continually monitors engine data to determine the thrust level from each
engine. If the thrust level on one engine differs by 10 percent or more from
the other engine, TAC automatically adds rudder to minimize yaw. When
TAC is operating, the pilot can still recognize the initial onset of an engine
failure through airplane roll/yaw cues. These roll/yaw cues are greatly
reduced when compared to an airplane operating without TAC. After several
seconds, TAC applies sufficient rudder to make it possible for the pilot or
autopilot to center the control wheel. The amount of rudder used is
proportional to the engine thrust difference. Rudder movement is backdriven
through the rudder pedals and the rudder trim indicator to provide rudder
control awareness to the pilot.
TAC is available except:
• When airspeed is below 70 knots on the ground, or
• When reverse thrust is applied.
TAC can be manually overridden by making manual rudder pedal inputs.
TAC is only available in the normal flight control mode. To manually disarm
TAC, push the thrust asym comp switch on the overhead panel. If TAC is
automatically or manually disconnected, the EICAS advisory message thrust
asym comp displays.
Wheel to Rudder Cross-Tie
A wheel to rudder cross-tie function provides the capability of being able to
control the initial effects of an engine failure using control wheel inputs only.
Control wheel inputs can deflect the rudder up to 8 degrees.
The wheel to rudder cross-tie is separate from the TAC system and operates in
flight below 210 knots in the normal mode.
Gust Suppression
In the normal mode, a gust suppression function reduces the effects of lateral
gusts and improves lateral ride quality through a combination of yaw and roll
commands. Operation does not result in either rudder or control wheel
movement.
Yaw Damping
In the normal mode, the yaw damping function provides turn coordination and
Dutch roll damping.
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FLT CONTROLS
Sec. 6.9 Page 15
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SECONDARY MODE
When the PFCs can no longer support the normal mode due to internal faults
or lack of required information from other airplane systems, they
automatically revert to the secondary mode. The ACEs continue to receive
pilot control inputs and send these signals to the three PFCs. However, the
PFCs use simplified computations to generate flight control surfaces
commands. These simplified commands are sent back to the ACEs, where
they are sent to the control surface actuators the same way as in the normal
mode.
In the secondary mode, all flight control surfaces remain operable; however,
the elevator and rudder are more sensitive at some airspeeds.
The following functions are not available in the secondary mode:
Wheel to rudder cross-tie
Gust suppression
Yaw damping (may be degraded
• Autopilot •
• Auto speedbrakes •
• Envelope protection •
• Thrust asymmetry compensation or inoperative).
The EICAS caution message flight control mode is displayed when the
primary flight control system is in the secondary mode. The secondary mode
cannot be manually selected.
SECONDARY MODE OPERATION
Pilot control inputs command the PFCs
to generate control surface commands.
The autopilot is not available.
PFCs
Generate all control
surface commands.
Pilot Control Inputs
Control
Surfaces
"spoilers'
ailerons
flaperons
elevators
RUDDER
STABILIZER
FLT CONTROLS
Sec. 6.9 Page 16
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DIRECT MODE
The ACEs automatically transition to the direct mode when they detect the
failure of all three PFCs or lose communication with the PFCs. The direct
mode can also be manually selected by moving the primary flight computers
DISCONNECT Switch to DISC.
In the direct mode, pilot inputs received by the ACEs are sent directly to the
control surface actuators.
The direct mode provides full airplane control for continued safe flight and
landing. Airplane handling qualities are approximately the same as in the
secondary mode. The EICAS caution message pri flight computers is
displayed when the system is in the direct mode.
In the direct mode, the following functions are not available:
• Autopilot • Wheel to rudder cross-tie
• Auto speedbrakes • Gust suppression
• Envelope protection • Yaw damping
• Thrust asymmetry compensation • Manual rudder trim cancel switch.
DIRECT MODE OPERATION
Pilot inputs command the ACEs to
generate control surface commands.
Pilot Control Inputs
Control
Surfaces
SPOILERS
AILERONS
FLAPERONS
ELEVATORS
RUDDER
STABILIZER
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Sec. 6.9 Page 17
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Secondary and Direct Mode Pitch Control
Airplane pitch control is somewhat different in the secondary and direct flight
control modes. The control columns now command a proportional elevator
deflection instead of a maneuver command. Secondary and direct modes do
not provide automatic pitch compensation for:
• Thrust changes • Flap and speedbrake
In secondary and direct modes, the elevator variable feel system provides two
feel force levels instead of a continuous variation with airspeed. The force
levels change with flap position. With the flaps up, the feel forces provide
maneuver force levels that discourage overcontrol in the pitch axis at high
speeds. With flaps extended (flaps 1 or greater), the feel forces decrease to
provide force levels appropriate for approach and landing.
In the secondary and direct modes, both the primary pitch trim switches and
the alternate pitch trim levers move the stabilizer directly. There is no trim
reference speed.
Secondary and Direct Mode Roll Control
Roll control in the secondary and direct modes is very similar to roll control in
the normal mode. Bank angle protection is not available in either the
secondary or direct mode. Spoilers 5 and 10 are always locked out.
Speedbrakes
In the secondary and direct modes automatic speedbrakes are not available,
and spoiler panels 4, 5, 10, and 1 1 are locked out as speedbrakes.
Secondary and Direct Mode Yaw Control
Secondary and direct mode yaw control is similar to normal mode yaw
control. Pedal feel forces are unchanged from normal mode; however, rudder
response is slightly different.
In secondary and direct modes, the rudder ratio changer is degraded to two
fixed ratios determined by flap position. With flaps up, the rudder response to
pedal inputs is less than with the flaps down.
• Turbulence
• Gear configuration changes
configuration changes
Turns to 30° bank angle.
FLT CONTROLS
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MECHANICAL BACKUP
In the unlikely event of a complete electrical system shutdown, cables from
the flight deck to the stabilizer and selected spoilers allow the pilot to fly
straight and level until the electrical system is restarted.
The alternate pitch trim levers must be used to move the stabilizer. The levers
move valves in the stabilizer trim control modules and this sends hydraulic
fluid to move the stabilizer
Spoilers 4 and 1 1 are cable-connected to the control wheel. The cables move
valves in the spoiler hydraulic actuators that directly move the spoiler panels.
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FLT CONTROLS
Sec. 6.9 Page 19
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FLAPS AND SLATS
OVERVIEW
The flaps and slats are high lift devices that increase wing lift and decrease
stall speed during takeoff, approach, and landing.
The airplane has an inboard and an outboard flap on the trailing edge of each
wing, and one inboard and six outboard slats on the leading edge. A two-
position Krueger flap provides a seal between the inboard slat and engine
nacelle on each wing.
Flaps 5, 15, and 20 are takeoff flap positions. Flaps 25 and 30 are landing
flaps positions. Flaps 20 is used for some non-normal landing conditions.
To protect against inadvertent deployment during cruise, flap and slat
extension from the UP position is inhibited when speed is more than 265 knots
or altitude is above approximately 20,000 feet.
FLAP AND SLAT OPERATING MODES
Three modes of flap and slat operation are possible:
• Primary (hydraulic)
• Secondary (electric)
• Alternate (electric)
The flaps and slats can operate independently in either the primary or
secondary mode. However, independent flap and slat operation in the
alternate mode is not possible.
Primary mode hydraulic power is supplied by the center hydraulic system.
The left and right AC busses supply secondary and alternate mode electrical
power.
Primary Mode
In the primary mode, the flaps and slats are positioned by hydraulic motors as
commanded by the flap lever.
Flap and Slat Sequencing
When the flap lever is in the UP detent, all flaps and slats are commanded
retracted. Moving the flap lever aft allows selection of flap detent positions 1,
5, 15, 20, 25 and 30. The flaps and slats sequence so that the slats extend first
and retract last.
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Starting from flaps UP, selection of flaps 1 commands the slats to move to the
midrange (sealed) takeoff position and the Kreuger flaps extend. The trailing
edge flaps remain retracted.
Selection of the flaps 5, 15, and 20 positions commands the flaps to move to
the position selected. The slats remain in the midrange (sealed) position.
Flaps 5, 15, and 20 are takeoff positions.
Selection of flaps 25 commands both the flaps and slats to move to landing
positions. The slats extend first to the down (gapped) position, then the flaps
extend to the landing flaps 25 position.
Selection of flaps 30 commands the flaps to extend to the primary landing
position. During retraction, flap and slat sequencing is reversed.
The mechanical gate at the flaps 20 detent prevents inadvertent retraction of
the flaps past the go-around flap setting. The mechanical gate at flaps 1
prevents inadvertent retraction of the slats past the midrange (sealed) position.
Flap Load Relief
In the primary mode, the flap load relief system protects the flaps from
excessive air loads. If flap airspeed placard limits are exceeded with the flaps
in the 15 through 30 positions, load relief is displayed and the flaps
automatically retract to a position appropriate to the airspeed. Load relief
retraction is limited to flaps 5.
When airspeed is reduced, the flaps automatically re-extend as airspeed
allows. Re-extension is limited to the commanded flap position.
If a flap overspeed exists, load relief prevents flap extension beyond the 5, 15,
20, or 25 positions until airspeed is sufficiently reduced. Flap load relief is
available only in the primary mode. The EICAS flap display indicates an in-
transit flap condition and shows actual flap position. The flap lever does not
move during flap load relief operation. Load relief for slats is not required in
the primary mode.
Autoslats
The autoslat system enhances airplane stall characteristics. Upon receiving a
signal from the stall warning system, the slats automatically extend from the
midrange position to the down gapped position. The gapped position
improves stall handling characteristics. The slats retract a few seconds after
the signal is removed.
Autoslat operation is armed at flaps 1,5, 15 and 20 and is available only in the
primary flap mode.
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FLT CONTROLS
Sec. 6.9 Page 21
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Uncommanded Flap or Slat Motion
Uncommanded motion is detected when the slats or flaps:
• Move away from the commanded position,
• Continue to move after reaching a commanded position, or
• Move in a direction opposite to that commanded.
If the flap or slat is operating in the primary mode, uncommanded motion first
causes an automatic transfer to the secondary mode. The EICAS message
flaps primary fail or slats primary fail is displayed. If motion continues,
the system shuts down. The EICAS message flaps drive or slats drive is
displayed.
Flap and Slat Asymmetry Detection
Asymmetrical flap and slat protection is available in the primary and
secondary modes.
A detection system detects asymmetrical extension or retraction of an
individual flap. After detection, the flap drive shuts down and the EICAS
message flaps drive is displayed.
A detection system detects slat asymmetry. Loss of all but the most outboard
slats on each wing is also detected. When slat loss or asymmetry occurs, the
system shuts down the slat drive and displays the slats drive EICAS
message.
Secondary Mode
The secondary mode is automatically engaged whenever the primary mode
fails to move the flaps or slats to the selected position. Once engaged, the
secondary mode remains engaged until the affected system surfaces are fully
retracted or center hydraulic system pressure is restored.
In the secondary mode, the flaps and slats are positioned by electric motors as
commanded by the flap lever. Because autoslats are unavailable, the slats are
gapped at all flap positions to improve stall handling characteristics.
If the slats are in the midrange (sealed) position (flaps 1 through 20) when the
secondary mode is engaged, they remain in that position until the flaps are
retracted to up, or extended beyond 20.
FLT CONTROLS
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On the ground, secondary electric mode extension or retraction is inhibited
when groundspeed is less than 40 knots, center hydraulic system pressure is
low, and two of the following three items are true:
• Left engine N 2 is less than 50 percent,
• Right engine N 2 is less than 50 percent,
• Primary external power is available.
Slat Load Relief
Slat load relief is available in the secondary mode. If airspeed exceeds 239
knots with the slats down (gapped), they retract to the midrange (sealed)
position and load relief is displayed. The slats will not extend beyond the
midrange position if airspeed is greater than 239 knots until airspeed is
reduced.
Alternate Mode
The alternate mode allows direct manual operation of the flaps and slats
through the secondary drive electric motors. The alternate flaps arm switch:
• Arms the alternate mode • Arms the alternate flap selector
(disables primary and secondary (disables the flap lever control)
mode operation) „ ,
• Engages the electric motors.
The three-position alternate flaps selector extends and retracts the flaps and
slats. The flaps and slats extend simultaneously, but slat retraction is inhibited
until the flaps are up. Alternate mode flap and slat extension is limited to slats
midrange (sealed) and flaps 20. Asymmetry protection, uncommanded
motion protection, autoslats, and flap/slat load relief are not available in the
alternate mode.
The alternate mode must be manually selected. Slat and flap operation time in
the secondary and alternate modes is greatly increased.
Do not use the alternate mode on the ground.
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Flight Manual
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FLT CONTROLS
Sec. 6.9 Page 23
Rev. 11/01/00 #5
FLAP INDICATIONS
Flap position indications are displayed on the primary EICAS display. A
single vertical indicator displays combined flap and slat position. The
position commanded by the flap lever is also displayed. Ten seconds after all
flaps and slats are up, the entire indication is no longer displayed. A loss of
position sensing removes the tape fill and command bars.
If flap/slat control is in the secondary or alternate mode, or if any non-normal
condition is detected, an expanded flap indication is displayed automatically.
The position of the left and right flaps and slats are separately indicated.
In the secondary mode the expanded indication displays the commanded flap
lever position the same as in the primary mode.
In the alternate mode, the position commanded by the flap lever is replaced by
flap position index marks at all flap and slat positions, and numbers at flaps 5
and flaps 20. The index marks are used as a guide to position the flaps to the
desired setting.
FLT CONTROLS
Sec. 6.9 Page 24 777
Rev. 11/01/00 #5 Continental Flight Manual
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FLT CONTROLS
Sec. 6.9 Page 25
Rev. 05/01/01 #6
CONTROLS AND INDICATORS
THRUST ASYMMETRY COMPENSATION AND PRIMARY FLIGHT
COMPUTERS CONTROLS
&
d>
PRIMARY FLIGHT
COMPUTERS
THRUST
ASYM COMP
AUTO
-OFF
DISC
DISC
AUTO
OVERHEAD PANEL
Thrust Asymmetry Compensation (thrust asym comp) Switch
auto - The thrust asymmetry compensation system operates automatically
if a thrust asymmetry condition is detected.
off - Disconnects the thrust asymmetry compensation system from the
flight control system.
Thrust Asymmetry Compensation off Light
Illuminated (amber) - The thrust asymmetry compensation system has
been automatically or manually disconnected.
primary flight computers Disconnect (disc) Light
Illuminated (amber) - The primary flight computers are disconnected
automatically or manually and the system is in the direct mode.
primary flight computers Disconnect Switch
disc -
• Disconnects the Primary Flight Computers (PFCs) from the flight
control system
• Puts the flight control system in the direct mode
• auto can be reselected to attempt restoration of secondary or normal
mode operation.
AUTO -
• The flight control system operates in the normal mode
• System faults automatically cause the system to switch to the
secondary or direct modes.
FLT CONTROLS
Sec. 6.9 Page 26
Rev. 11/01/00 #5
Continental
111
Flight Manual
PITCH AND STABILIZER TRIM SYSTEMS
Control Wheel and Column
Pitch Trim Switches
Spring-loaded to neutral.
Push (both switches) -
• In the normal mode in flight, changes the trim reference airspeed
• In the normal mode on the ground, moves the stabilizer
• In the secondary and direct modes, moves the stabilizer.
® Control Wheel
Rotate - Deflects the ailerons, flaperons, and spoilers in the desired
direction.
Moves and remains displaced with aileron trim.
® Control Column
Push/pull - Commands the airplane to pitch in the desired direction:
• In the normal and secondary modes, deflects the elevator and
horizontal stabilizer
• In the direct mode, deflects the elevators.
Does not move with pitch trim operation.
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Flight Manual
Continental
FLT CONTROLS
Sec. 6.9 Page 27
Rev. 11/01/00 #5
CONTROL STAND
7771408
Alternate (altn) pitch trim Levers
Spring-loaded to the neutral position.
Push/pull (both levers) -
• In the normal mode, changes trim reference airspeed and moves the
stabilizer directly
• In the secondary and direct modes, moves the stabilizer directly.
© Stabilizer (stab) Position Indicator
Indicates stabilizer position in units of trim.
® Takeoff Trim Green Band
The green band indicates the allowable takeoff trim range, based on gross
weight, takeoff thrust, and CG information from the FMC. When no
information is available, the green band defaults to midrange.
If the stabilizer signal is not present or is invalid, the green band and the
pointer are not displayed.
FLT CONTROLS
Sec. 6.9 Page 28
Rev. 11/01/00 #5
Continental
111
Flight Manual
® Stabilizer (stab) Cutout Switches
NORM -
• Hydraulic power is supplied to the related stabilizer trim control
• If unscheduled stabilizer motion is detected, center and/or right
system hydraulic power to the related stabilizer trim control module
is automatically shut off.
cutout - shuts off the respective center or right hydraulic system power
to the related stabilizer trim control module.
module
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Flight Manual
Continental
FLT CONTROLS
Sec. 6.9 Page 29
Rev. 11/01/00 #5
AILERON AND RUDDER TRIM CONTROLS
©-
AILERON TRIM
6 A Z 0 Z A 6
CONTROL WHEEL/COLUMN
L RUDDER TRIM R
15 10 5 0 5 10 15
■ I ■ I I ■ I ■ I ■ 1 I I l ■ l I I ■ I I I ■ 1 I I ■ ■ I ■ 1 1
A
D
AILERON
RUDDER
AFT AISLE STAND
7771409
® aileron trim Indicator
Indicates units of aileron trim.
® rudder trim Indicator
Indicates units of rudder trim.
® aileron Trim Switches
Push (both switches) - Moves the control wheel, ailerons, flaperons, and
spoilers in the desired direction (spring-loaded to neutral).
FLT CONTROLS
Sec. 6.9 Page 30
Rev. 11/01/00 #5
Continental
111
Flight Manual
®
rudder Trim Selector
Spring-loaded to neutral.
Rotate -
• Trims the rudder in the desired direction
• The trim runs at high speed with the knob rotated past the first left or
right detent
• The rudder pedals move with rudder trim operation.
® MANUAL TRIM CANCEL Switch
Push - Cancels manual rudder at high rate.
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Flight Manual
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FLT CONTROLS
Sec. 6.9 Page 31
Rev. 11/01/00 #5
Rudder/Brake Pedals
Rudder Pedals
Push - Deflects the rudder in the desired direction.
Refer to Section 6.14, Landing Gear, for brakes and nosewheel steering
description.
FLT CONTROLS
Sec. 6.9 Page 32
Rev. 11/01/00 #5
Continental
111
Flight Manual
Speedbrake Lever
On the ground:
• The speedbrake lever moves to down and all spoiler panels retract if
either thrust lever is advanced to the takeoff thrust position
• The speedbrake lever moves to up and all spoiler panels extend if either
reverse thrust lever is raised to the reverse idle detent.
Speedbrake Lever
down (detent) - All spoiler panels are retracted.
ARMED -
• The auto speedbrake system is armed
• After landing, the speedbrake lever automatically moves to UP and
the spoiler panels extend.
UP - the required spoiler panels extend to their maximum in-flight or on-
ground position (intermediate positions can be selected).
- DOW N
ARMED
UP
CONTROL STAND
7771411
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Flight Manual
Continental
FLT CONTROLS
Sec. 6.9 Page 33
Rev. 11/01/00 #5
FLAP SYSTEM
Flap Controls
0-
<4)
CON TROL STAND
Flap Lever
Primary mode - Positions the slats and flaps hydraulically.
Secondary mode - Positions the slats and/or flaps electrically if hydraulic
operation fails.
Flap Gates
1 - Prevents inadvertent retraction of the slats.
20 - Prevents inadvertent retraction of the flaps past the go-around
position.
Alternate Flaps Arm (altn flaps arm) Switch
Push (altn displayed) -
• Arms the alternate flap control mode
• Arms the alternate flaps selector
• Disables primary and secondary flap/slat mode operation
• Asymmetry/skew and uncommanded motion protection, autoslat, and
flap/slat load relief are not available
• The flap lever is inoperative.
FLT CONTROLS
Sec. 6.9 Page 34
Rev. 11/01/00 #5
Continental
111
Flight Manual
® Alternate Flaps Selector
ret - The slats and flaps are electrically retracted.
off - Alternate flaps are deactivated.
EXT -
• The slats and flaps are electrically extended
• Maximum extension is flaps 20, with the slats at the midrange
(sealed) position.
Flap Limit Placard
FLAP LIMIT
CENTER FORWARD PANEL
7771413
Flap Limit Placard
Flaps extended speed limits.
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Flight Manual
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FLT CONTROLS
Sec. 6.9 Page 35
Rev. 11/01/00 #5
Normal Flap Position Indication
Displays combined flap and slat positions when all surfaces are operating
normally and control is in the primary (hydraulic) mode. The indicator shows
continuous motion.
The indication is no longer displayed 10 seconds after slat retraction.
EICAS DISPLAY
7771414
® Flap Position (white)
UP - The slats and flaps are retracted.
1 - The slats extend to the midrange (sealed) position.
5, 15, and 20-
• The slats remain in the midrange (sealed) position
• The flaps extend to the commanded position.
25 - The slats extend to the down (gapped) position. The flaps extend to
25.
30 - The flaps extend to 30.
® Flap Lever Position (line and number)
Magenta - The slats or flaps are in transit to the commanded position.
Green - The slats and flaps are in the commanded position.
The line and number change color.
FLT CONTROLS
Sec. 6.9 Page 36
Rev. 11/01/00 #5
Continental
111
Flight Manual
Flap Load Relief Indication
LOAD
RELIEF
EICAS DISPLAY
7771415
® Flap load relief Indication
Displayed (white) - Flap load relief is retracting the flaps, or inhibiting
extension, as required to prevent air load damage due to excessive
airspeed.
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Flight Manual
Continental
FLT CONTROLS
Sec. 6.9 Page 37
Rev. 11/01/00 #5
Expanded Flap and Slat Position Indication
If any flap/slat is non-normal or if control is in the secondary mode, slat and
flap positions are shown independently. Each wing is also shown separately.
Indicator motion is continuous between flap detents.
SECONDARY DISPLAY ALTERNATE DISPLAY
EICAS DISPLAY
7771416
Expanded Flap and Slat Position Indications
The slat indication fills up (forward) for extension.
The flap indication fills down (aft) for extension.
Indication colors of outline and fill are:
• White when operating in secondary mode
• Amber when the respective flaps drive or slats drive EICAS
message is displayed.
Loss of position information is shown as a white outline with no fill and
no flap lever position indication.
© Flap Lever Position (line and number)
Magenta - The slats or flaps are in transit to the commanded position.
Green - The slats or flaps are in the commanded position.
The numbers are shown next to the flap position indicator only.
® Alternate Flap and Slat Position Indications (white)
Slat and flap extension is limited to slats mid-range (sealed) and flaps 20.
Displayed automatically when the alternate control mode is armed.
Slats - Displays the position of the slats.
Flaps - Displays the position of the flaps.
Flap position index marks - Reference flaps 5 and 20.
Loss of position information is indicated as a white outline with no fill
and no position index marks or numbers.
FLT CONTROLS
Sec. 6.9 Page 38
Rev. 11/01/01 #7
Continental
111
Flight Manual
FLIGHT CONTROL SYNOPTIC DISPLAYS
The flight control synoptic is displayed by pushing the FCTL synoptic display
switch on the display select panel. Display select panel operation is described
in Section 6.10, Flight Instruments, Displays.
Normal Flight Control Synoptic
The following display depicts the proper indication for full control wheel
deflection (left).
Spoiler Position , Aileron Position — ,
StabilizerPosition
Flaperon Position
L AIL LFLPRN
STAB
L ELEV
DD DDDDD
Rudder Position
U1
RFLPRN RAIL
RUD DER TRIM
L fZO
NORMAL
Primary Flight
Control System Mode
MULTIFUNCTION
DISPLAY
R ELEV
'—Elevator Position
Rudder Trim Position
and Direction
L - Left.
R - Right.
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Flight Manual
Continental
FLT CONTROLS
Sec. 6.9 Page 39
Rev. 11/01/00 #5
Non-Normal Flight Control Synoptic
Unknown Spoiler Condition -
■ Unknown Aileron Position
mi yy
L AIL
STAB
LELEV
RUDDER TRIM
lLMD
HYDRAULICS
□ Si
RUDDER
F LT CTRL MOD E
[SECONDARY]
1 R ELEV
ACES
EDO Ell!
MULTIFUNCTION
DISPLAY
Hydraulic System
Failure Indications
(amber)
1 — Failed Control Surface or Trim Function
(amber)
- Flight Control Mode
SECONDARY or
DIRECT Indication
(amber)
Actuator Control ~
Electronic Failure
Indications (amber)
FLT CONTROLS
Sec. 6.9 Page 40
Rev. 11/01/01 #7
Continental
111
Flight Manual
FLIGHT CONTROL SYSTEM EICAS MESSAGES
Note : Configuration (config) warning messages are described in Section
6.15, Warning Systems.
The following EICAS messages can be displayed.
Message
Level
Aural
Condition
AUTO
SPEEDBRAKE
Advisory
Siren
A fault is detected in the automatic
speedbrake system.
CONFIG FLAPS
Warning
Siren
Flaps are not in a takeoff position when
either engine's thrust is in the takeoff
range on the ground.
CONFIG RUDDER
Warning
Siren
Rudder trim is not centered when either
engine's thrust is in the takeoff range on
the ground.
CONFIG
SPOILERS
Warning
Siren
Speedbrake lever is not DOWN when
either engine's thrust is in the takeoff
range on the ground.
CONFIG
STABILIZER
Warning
Siren
Stabilizer is not within the greenband
when either engine's thrust is in the
takeoff range on the ground.
FLAPS DRIVE
Caution
Beeper
Flap drive mechanism has failed.
FLAPS PRIMARY
FAIL
Caution
Beeper
Flaps are operating in the secondary
mode.
FLAP/SLAT
CONTROL
Caution
Beeper
Flap/slat electronics units are
inoperative.
FLIGHT CONTROL
MODE
Caution
Beeper
Flight control system is operating in the
secondary mode.
FLIGHT
CONTROLS
Caution
Beeper
Multiple flight control surfaces are
inoperative or other flight control
system faults are detected.
FLT CONTROL
VALVE
Advisory
One or more flight control valves are
failed closed or one or more flight
control shutoff switches are in SHUTOFF.
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Flight Manual
Continental
FLT CONTROLS
Sec. 6.9 Page 41
Rev. 11/01/01 #7
Message
Level
Aural
Condition
PITCH DOWN
A 1 ITUnOITV
AUTHORITY
Caution
Beeper
Pitch down authority is limited.
PITCH UP
A 1 ITUrtBITV
AUTHORITY
Caution
Beeper
Pitch up and flare authority is limited.
PRI FLIGHT
UUMrU 1 LKo
Caution
Beeper
Flight control system is operating in the
direct mode.
SLATS DRIVE
Caution
Beeper
Slat drive mechanism has failed.
SLATS PRIMARY
FAIL
Caution
Beeper
Slats are operating in the secondary
mode.
SPEEDBRAKE
ARMED
Memo
Speedbrakes are armed.
SPEEDBRAKE
EXTENDED
Caution
Beeper
Speedbrake is extended when radio
altitude is between 15 feet and 800 feet,
or when the flap lever is in a landing
position, or when either thrust lever is
not closed.
SPOILERS
Advisory
One or more spoiler pairs are
inoperative.
STAB
GREENBAND
Advisory
Nose gear pressure switch disagrees
with computed stabilizer greenband.
STABILIZER
Warning
Siren
Uncommanded stabilizer motion is
detected or stabilizer is inoperative.
STABILIZER C
Advisory
Center stabilizer control path is
inoperative.
STABILIZER
CUTOUT
Advisory
Both stabilizer cutout switches are in
CUTOUT.
STABILIZER R
Advisory
Right stabilizer control path is
inoperative.
THRUST ASYM
COMP
Advisory
Thrust asymmetry compensation is
inoperative.
FLT CONTROLS
Sec. 6.9 Page 42 777
Rev. 11/01/00 #5 Continental Flight Manual
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FLT CONTROLS
Sec. 6.9 LEP-1
Rev. 11/01/01 #7
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FLT INSTM DSP
777 Sec. 6.10 TOC-1
Flight Manual Continental Rev, li/oi/oi #7
FLIGHT INSTRUMENTS
TABLE OF CONTENTS
FLIGHT INSTRUMENTS SYSTEM DESCRIPTION 1
INTRODUCTION 1
DISPLAY SYSTEM CONTROLS 1
General 1
Inboard Display Selectors 2
Display Select Panel 3
EFIS Control Panels 4
Display Brightness Control 4
Cursor Control Device (CCD) 5
DISPLAY SOURCE SELECTION 6
General 6
Normal Display Configuration 7
Inboard Display Switching 8
Display Unit Failure Automatic Switching 9
Display Select Panel MFD Selection 10
EFIS Control Panel Multiple ND Control 11
DISPLAY SYSTEM INFORMATION SOURCE 13
Air Data Inertial Reference System (ADIRS) 13
PRIMARY FLIGHT DISPLAY (PFD) 15
Introduction 15
PFD Information 15
Typical PFD Displays 19
NAVIGATION DISPLAY (ND) 22
Introduction 22
ND Modes 22
ND Information 23
Typical ND Map Displays 24
ND Symbology 27
ELECTRONIC CHECKLIST (ECL) 42
Introduction 42
Electronic Checklist Operation 42
Normal Checklists 46
Non-Normal Checklists 48
Electronic Checklist System Inoperative 52
FLT INSTM DSP
Sec. 6.10 TOC-2 777
Rev. 11/01/01 #7 Continental Flight Manual
STANDBY FLIGHT INSTRUMENTS / CLOCK 53
Standby Flight Instruments 53
Clock 53
CONTROLS AND INDICATORS 55
INBOARD DISPLAYS AND HEADING REFERENCE 55
Inboard Display Controls 55
Heading Reference Controls 56
DISPLAY SELECT PANEL 58
EFIS CONTROL PANELS 60
EFIS Control Panel PFD Controls 60
EFIS Control Panel ND Controls 62
EFIS CONTROL PANELS AND DISPLAY SELECT PANEL
(DSP) - CDU ALTERNATE CONTROL 65
CDU EFIS/DSP Control Selection 65
EFIS Control CDU Pages 66
Display Select CDU Pages 67
DISPLAY BRIGHTNESS CONTROLS 68
Forward Panel Brightness Controls 68
Center Panel Brightness Controls 69
CURSOR CONTROL DEVICE (CCD) 70
INSTRUMENT SOURCE SELECT PANELS 72
PRIMARY FLIGHT DISPLAY (PFD) 74
PFD Indications 74
PFD Airspeed Indications 76
PFD Reference Speeds 78
PFD Altitude Indications 80
PFD Barometric Indications 82
PFD Vertical Speed Indications 84
PFD Attitude Indications 85
PFD Steering Indications 86
PFD Radio Altitude Indications 87
PFD Instrument Landing System Indications 88
PFD Landing Altitude/Minimums Indications 90
PFD Expanded Localizer Indications 92
PFD Rising Runway Indications 92
PFD Heading/Track Indications 93
PFD Failure Flags 94
FLT INSTM DSP
777 Sec. 6.10 TOC-3
Flight Manual Continental Rev, li/oi/oi #7
NAVIGATION DISPLAY (ND) 95
ND Map Mode 95
ND Grid Heading Display 96
ND VOR Mode 97
ND Approach Mode 98
ND Plan Mode 99
ND Weather Radar System Display Indications 100
ND Failure Messages 101
ND Failure Flags 102
ELECTRONIC CHECKLIST DISPLAYS 104
Normal Checklist 104
Non-Normal Checklist 106
Checklists Menu Page 108
Non-Normal Checklist Queue 109
Resets Menu Page 110
Conditional Line Items 112
Operational Notes 114
Deferred Line Items 116
Checklist Timer 118
Checklist Override 119
STANDBY FLIGHT INSTRUMENTS / CLOCK 120
Standby Magnetic Compass 120
Standby Attitude Indicator 121
Standby Airspeed Indicator 122
Standby Altimeter 123
Clock 124
EICAS MESSAGES 127
FLT INSTM DSP
Sec. 6.10 TOC-4 777
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FLT INSTM DSP
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Continental
Sec. 6.10 Page 1
Rev. 11/01/01 #7
FLIGHT INSTRUMENTS SYSTEM DESCRIPTION
INTRODUCTION
The flight instruments and displays supply information to the flight crew on
six flat panel liquid crystal display units. The units display four primary
groups of information:
• The Primary Flight Display (PFD)
• The Navigation Display (ND)
• The Engine Indication And Crew Alerting System (EICAS)
• The Multifunction Display (MFD).
Detailed information on the following subjects is found in other parts of this
• PFD
• ND
• Electronic Checklist
DISPLAY SYSTEM CONTROLS
General
During normal operations:
• The inboard display selectors are set to MFD
• PFDs are displayed on the two outboard display units
• NDs are displayed on the two inboard display units
• EICAS is displayed on the upper center display unit
• The lower center display unit defaults to the secondary engine display at
power-up. All Display Select Panel (DSP) functions may be displayed
on the lower center display unit. (The flight crew should keep the
secondary engine display selected if no other display is being used; i.e.,
status, checklist, etc.)
section:
FLT INSTM DSP
Sec. 6.10 Page 2
Rev. 11/01/01 #7
777
Continental
Flight Manual
Inboard Display Selectors
The inboard display selectors are used to select PFD, ND (NAV position),
MFD, or EICAS displays on the inboard display units.
The normal position is MFD. With MFD selected, ND information is
displayed on the inboard display units if NAV is selected on the display select
panel (refer to Display Select Panel in this section).
In the ND, PFD, and EICAS positions, only the selected displays can appear
on the inboard display units.
With MFD selected on the inboard display selector, the following ND and
EFIS control logic applies:
• If both pilots have an ND on the inboard displays, then each EFIS control
panel controls its corresponding ND display
• If there is an ND display on one inboard display unit and on the lower
center display unit, then the pilot who does not have an ND on the
inboard display unit controls the ND on the lower center display unit
• If neither pilot has an ND display on the inboard display unit, and there is
an ND display on the lower center display unit, then the left EFIS control
panel controls the lower center display unit
• If both pilots have an ND display on the inboard display unit, and there is
an ND on the lower center display unit, then the left EFIS control panel
controls the left inboard display unit and the lower center display unit.
The ND on the left inboard and the lower center display units are
identical.
When an inboard display selector is in the ND or PFD position, new displays
selected from the display select panel to that inboard display are inhibited.
The annunciator light above the associated display select panel switch is also
inhibited.
When an inboard display selector is in the EICAS position, only the eng, air,
and fuel switches can affect the display. Pushing one of those switches
causes the display of the respective compacted blocks of information on the
EICAS display. The cancel/recall switch operates normally. Refer to these
chapters for more information on compact EICAS displays:
• Section 6.2, Air Systems
• Section 6.7, Engines, APU
• Section 6.12, Fuel.
FLT INSTM DSP
777 Sec. 6.10 Page 3
Flight Manual Continental Rev, li/oi/oi #7
The inboard display selectors have no effect on the inboard displays if an
outboard display unit fails; the PFD automatically moves to the inboard
display unit regardless of the position of the inboard display selector. Upper
center display unit failure automatically switches the E1CAS display to the
lower center display unit. A subsequent EICAS selection on either of the
inboard display selectors brings the EICAS display to that inboard display
unit, and assuming no latched condition exists, the lower center display unit
initially displays secondary engine instruments. Following this initial display
configuration, the lower center display unit can be used in its usual MFD
mode.
Display Select Panel
The display select panel controls the MFD format on the left and right
inboard display units and the lower center display unit. The selected display
is indicated by the illuminated annunciator light on the display select panel (l
INBD, RINBD, LWR CTR).
After a display unit is selected, the appropriate display is selected (ENG,
STAT, ELEC, HYD, FUEL, AIR, DOOR, GEAR, FCTL, CHKL, COMM, or
NAV).
A new display selection automatically replaces the previous one. A second
selection of the same display for the lower center display unit blanks the
display. A second selection of the same display on either inboard display
causes display of the ND. If there is more than one page of status messages,
pushing STAT pages through the messages.
Pushing the comm or chkl switch for either inboard display unit shows the
selected display. The cursor automatically appears on the selected display.
Display select panel control is also available through any CDU. This
capability is available at all times. Once display select panel control is
selected on one CDU, it cannot be selected on the other two CDUs.
When used as an MFD, the lower center display unit and the two inboard
display units can display the following displays:
• ND (nav switch)
• Status page (stat switch)
• Secondary engine EICAS (eng switch)
• System synoptics (elec, hyd, fuel air, door, gear, fctl switches)
• Communications pages (comm switch)
Electronic checklist (chkl switch).
FLT INSTM DSP
Sec. 6.10 Page 4
Rev. 11/01/01 #7
777
Continental
Flight Manual
EFIS Control Panels
The EFIS control panels control display options, mode, and range for the
respective PFDs and NDs. Refer to the PFD and ND parts of this section.
If an EFIS control panel fails, the displays can be controlled through the
related CDU. This CDU capability is available at all times, but inhibits
inputs from the respective EFIS control panel.
Display Brightness Control
The MASTER BRIGHTNESS control provides simultaneous brightness
adjustment for all displays and panel lighting. Also, each display unit has an
individual control with limited range control when master brightness is on,
and full range control when master brightness is off.
Two remote light sensors, located left and right on the top of the glareshield,
measure brightness in the forward field of view and adjust the outboard
display (PFD) brightness as required. Individual sensors on the front of each
display unit also affect display brightness. The CDUs, mode control panel
displays, standby flight instruments, and aisle stand panel displays are also
controlled by the automatic display brightness control system.
FLT INSTM DSP
777 Sec. 6.10 Page 5
Flight Manual Continental Rev, li/oi/oi #7
Cursor Control Device (CCD)
The CCDs provide control of the display cursor when an MFD displays
communications or checklist pages. For detailed information on the
following subjects, refer to:
• Section 6.5, Communications
• Electronic Checklist, this section.
CCD Touch Pad
The CCD uses a touch pad. When touching the pad the touch location
coordinates translate to the affected display, moving the cursor to those
coordinates on the MFD.
The cursor moves relative to finger movement across the touch pad. Except
for the four corners of the touch pad, lifting the finger off the touch pad and
touching a different location does not move the cursor. Only finger motion in
contact with the touch pad moves the cursor.
Touching a corner immediately places the cursor in the corresponding corner
of the MFD. This helps the pilot quickly locate the cursor and speeds access
to the selections at the four corners of the checklist or communications
display.
CCD Cursor Location Control
Selecting a menu, communications, or checklist function requires the use of
the cursor location switches on the CCD.
If a new function is selected on an inboard display that requires a
communication, checklist, or maintenance function, then the system
automatically selects the respective cursor control device to that display.
If a new function requiring a cursor is selected on the lower center display,
then the system automatically selects the CCD not currently being used on an
inboard display to the lower center display. If neither cursor is in use, it
selects the CCD cursor that was previously displayed on the lower center
display. Cursor selection defaults to the left CCD on power-up.
The cursor location light above the switch illuminates to indicate the selected
display unit.
Selecting a display where there is no function requiring a cursor has no effect.
For example, if the inboard display does not display a communications or
checklist page, pushing an inbd cursor location switch has no effect on the
selected inboard display.
FLT INSTM DSP
Sec. 6.10 Page 6 777
Rev. 11/01/01 #7 Continental Flight Manual
Only one CCD can access a given display at a time. The last pilot who
selects the cursor on the selected MFD has control. The other cursor
disappears from the display and the cursor location light on that CCD
extinguishes. The cursors are visually different so the pilots know who is
currently in control of the cursor on a display.
If both pilots are accessing the same checklist or communications functions
on different displays, both are forced to the same page, with that page
controlled by the pilot with cursor control.
DISPLAY SOURCE SELECTION
General
The display system automatically reconfigures to compensate for most faults.
The instrument display source select panels provide manual switches for the
pilots to use if certain faults are not corrected automatically.
Instrument source select switches provide alternate information sources for
the PFDs and NDs. These switches provide automatic source selection when
in the off position (switch out, with the altn and cdu switch annunciations not
visible).
If there is an undetected source failure (a display is missing or parts of a
display appear faulty), the non-normal (altn or cdu) position provides the
capability for manual selection of PFD and ND sources.
Undetected display source failures, such as missing / faulty display
information or intermittent display blanking, may not result in automatic
switching. The cdu position of the nav switch or the altn position of the dspl
ctrl or air data/att switches provide the capability to manually select PFD
and ND sources.
A center display control source switch is provided for the center displays.
Examples of display selections follow.
Ill
Flight Manual
Continental
FLT INSTM DSP
Sec. 6.10 Page 7
Rev. 11/01/01 #7
Normal Display Configuration
© The INBOARD DISPLAY
selectors are set to MFD.
(2) The lower center display unit is
the preferred MFD controlled by the
display select panel.
@The outboard display units
display PFDs and the inboard
display units display NDs. The
related EFIS control panel controls
what is on the PFD and ND.
®„3 5©
i r
<2>
E3I3HI o
INBOARD DSPL
^NORM^ ^
NAV MFD CD
□
EICAS
MFD
□
I
® 5 5®
I
INBOARD DSPL
^NORM-^
<V MFD NAV
- EICAS
EICAS
PFD
FLT INSTM DSP
Sec. 6.10 Page 8
Rev. 11/01/01 #7
Continental
111
Flight Manual
Inboard Display Switching
CD The left INBOARD DISPLAY
selector is set to PFD.
With an INBOARD DISPLAY
selector in any position other than
MFD, the selector position alone
determines what is displayed on the
display unit.
The left inboard display cannot
display any selections made on the
display select panel.
(2) The left outboard display blanks
and the PFD moves to the left
inboard display unit.
© The left EFIS control panel
controls the PFD.
@ The right INBOARD DISPLAY
selector is set to EICAS.
The right inboard display cannot
display selections made on the
display select panel, except for
compact engine, air and fuel
synoptics, and the
CANCEL/RECALL switch functions.
@ The upper center display blanks
and the EICAS display moves to the
right inboard display unit.
Now there is no ND visible. Either
pilot could use the display select
panel to display an ND on the lower
center display unit (refer to the
following pages).
®«5„ ?.®
®
PFD
hhbTo
INBOARD DSPL
NAV MFD
PFn y 7 \ , eicas
□
MFD
EICAS
®-5„ ?,.®
PFD
I
INBOARD DSPL
/ — NORM — v
MFD NAV
EICAS
PFD
Ill
Flight Manual
Continental
FLT INSTM DSP
Sec. 6.10 Page 9
Rev. 11/01/01 #7
Display Unit Failure Automatic Switching
(T) If an outboard display unit fails,
the PFD automatically moves to the
inboard display unit.
The INBOARD DISPLAY selector
and the display select panel no
longer have any control over that
inboard display unit.
(2) If the upper center display unit
fails, the EICAS display
automatically moves to the lower
center display unit.
Pushing the ENG display switch
switches EICAS between primary
and compacted modes if no pop-up
condition is active.
The display select panel can still
display compacted engine, air and
fuel synoptics. The CANCEL/RECALL
switch operates normally.
INBOARD DSPL
-—NORM—-
NAV MFD
#
-EICAS
INBOARD DSPL
, — NORM — »
MFD NAV
EICAS
PFD
FLT INSTM DSP
Sec. 6.10 Page 10
Rev. 11/01/01 #7
Continental
111
Flight Manual
Display Select Panel MFD Selection
With the INBOARD DISPLAY selectors set to
MFD, the display select panel display switches are
used to designate a display as an MFD. The
designated display (L INBD, LWR CTR, or R EICAS
INBD) is then controlled by the other display select
panel selections (ENG, STAT, CHKL, COMM,
NAV, or one of the system synoptics).
INBOARD DSPL
MFD NAV
ND
MFD
□
| INBD | ^ ' ' ^ \ INBD |
\J LWR
I CTR I
MFD
7771553
Ill
Flight Manual
Continental
FLT INSTM DSP
Sec. 6.10 Page 11
Rev. 11/01/01 #7
EFIS Control Panel Multiple ND Control
This shows which EFIS control panel controls which ND when multiple NDs are
displayed, or when the ND is displayed on the lower center display unit.
© J5 5 ©
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□□□□□□
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HHSHHH
□ C DC L
©.©„
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H H H
□ □ □
;©©
'{©•©-
□ □ □
ND
1 IT
I II
ND
ND
I II
ND
ND
1 IT
IDENTICAL-
ND
®_o "6 ©
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□□□□□□
ND
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□□□□□□
©_B S ©
,|j (g. '.'©>-(>..
7771554
FLT INSTM DSP
Sec. 6.10 Page 12 777
Rev. 11/01/01 #7 Continental Flight Manual
INTENTIONALLY LEFT BLANK
FLT INSTM DSP
777 Sec. 6.10 Page 13
Flight Manual Continental Rev, li/oi/oi #7
DISPLAY SYSTEM INFORMATION SOURCE
Air Data Inertial Reference System (ADIRS)
The ADIRS provides:
• Primary, secondary and standby air data
• Inertial reference information.
The major components of the ADIRS are:
• One Air Data Inertial Reference • Six static ports
Unit(ADIRU) . Threepltotprobes
• One Secondary Attitude Air Data . Two angle . of . attack vanes
Reference Unit (SAARU)
• One total air temperature probe.
• Eight air data modules
Air Data Inertial Reference Unit (ADIRU)
The ADIRU is the primary source for speed, altitude, attitude and inertial
navigation position information. The ADIRU processes information
measured by its internal gyros and accelerometers, and from air data module
inputs, angle-of-attack vanes and other systems.
The ADIRU is described in Section 6.11, Flight Management, Navigation.
Secondary Attitude Air Data Reference Unit (SAARU)
The SAARU is the secondary source for speed, altitude, and attitude
information. The SAARU processes information measured by its internal
gyros and accelerometers, and from air data module inputs, angle-of-attack
vanes, and other systems.
The SAARU also transmits roll and pitch attitude information to the standby
attitude display.
The SAARU does not provide navigational position data. The SAARU is
described in Section 6.1 1, Flight Management, Navigation.
FLT INSTM DSP
Sec. 6.10 Page 14
Rev. 11/01/01 #7
777
Continental
Flight Manual
Air Data
Three static ports are located on the left side of the airplane and three static
ports are located on the right side of the airplane. Left and right static ports
are paired through pneumatic tubing to each of the left, center and right air
data modules. The air data modules convert static air pressure to a digital
output for use by other systems. The center static ports are also connected to
an independent air data module to provide static pressure to the standby
airspeed indicator and the standby altimeter.
Two pitot probes (right and center) are mounted on the right forward section
of the airplane. One pitot probe (left) is mounted on the left forward section
of the airplane. An air data module is connected to each pitot probe. These
air data modules convert dynamic air pressure to a digital output for use by
other systems. The center pitot probe also provides dynamic pressure to the
standby air data module.
Angle-of-Attack
There are two angle-of-attack vanes, one located on each side of the forward
fuselage. The vanes measure airplane angle-of-attack relative to the air mass.
Total Air Temperature
A total air temperature probe is mounted outside the airplane to sense air
mass temperature. The temperature sensed by the probe is used by the
ADIRU and the SAARU to compute total air temperature.
Static Air Temperature
Static air temperature, displayed on the CDU PROGRESS page, comes from
the ADIRU, using total air temperature probe information. In the event the
ADIRU value is invalid, the SAARU computed value is displayed.
FLT INSTM DSP
777 Sec. 6.10 Page 15
Flight Manual Continental Rev, li/oi/oi #7
PRIMARY FLIGHT DISPLAY (PFD)
Introduction
The PFDs present a dynamic color display of all the parameters necessary for
flight path control. The PFDs provide the following information:
Flight mode annunciation
Airspeed
Altitude
Vertical speed
Attitude
Steering information
Radio altitude
Instrument landing
system display
Approach minimums
Heading/track indications
Time critical warnings.
Failure flags are displayed for airplane system failures. Displayed
information is removed or replaced by dashes if no valid information is
available to the display system (because of out-of-range or malfunctioning
navigation aids). Displays are removed when a source fails or when no
system source information is available.
PFD Information
Flight mode annunciations are described in Section 6.4, Automatic Flight.
Airspeed
Airspeed is displayed on a tape and in a digital window on the left side of the
PFD. The current Mach number is digitally displayed below the airspeed
tape when the current Mach number is greater than 0.40. An airspeed trend
vector indicates predicted airspeed in 10 seconds. Selected airspeed is
displayed above the airspeed tape.
Takeoff and landing reference speeds and flap maneuvering speeds are shown
along the right edge of the airspeed tape. Maximum and minimum airspeeds
are also displayed along the right edge of the airspeed tape.
FLT INSTM DSP
Sec. 6.10 Page 16
Rev. 11/01/01 #7
Continental
111
Flight Manual
Altitude
Altitude is displayed on an altitude tape along the right side of the PFD. It is
also shown digitally in a window in the middle of the tape. When METERS
is selected on the EFIS control panel:
• Current altitude in meters is also shown above the altitude window
• Selected altitude in meters is displayed above the altitude tape.
Selected altitude is displayed above the altitude tape and is boxed when
approaching the selected altitude. Selected altitude is also depicted with a
bug on the altitude tape.
The selected barometric approach minimum is indicated on the altitude tape
with a triangular pointer and a line when BARO minimums are selected.
When RADIO minimums are selected, the pointer is still set at BARO
minimums; there is no line.
A landing altitude reference bar is displayed along the inner edge of the
altitude indication. The reference bar indicates the height above touchdown.
A white bar is displayed from 1000 to 500 feet above landing altitude. An
amber bar is displayed from 500 feet to the landing altitude.
The current barometric reference is displayed below the altitude tape. A pre-
selected barometric reference can be displayed when STD is displayed.
Landing reference is selectable between QNH and QFE on the APPROACH
REF page of the FMC. QNH is the normal operating mode. Selecting QFE
sets the destination landing altitude indication to zero altitude. With the
landing reference set to QFE, changing the barometric setting from STD to
QFE changes the PFD altitude tape background color to green. With QFE
selected and climb mode active, changing the barometric setting from QFE to
STD causes the landing reference to toggle from QFE to QNH and the
altitude tape background color changing from green back to normal. A
description of QFE operation is contained in the Landing Reference
description in Section 6.1 1, Flight Management, Navigation.
Vertical Speed
Vertical speed is displayed to the right of the altitude tape with a tape and
pointer. Vertical speed is digitally displayed above or below the vertical
speed display when vertical speed is greater than 400 feet per minute. It is
displayed above with positive vertical speed and below with negative vertical
speed. The selected vertical speed bug shows the selected vertical speed
when in the AFDS vertical speed (V/S) pitch mode.
FLT INSTM DSP
777 Sec. 6.10 Page 17
Flight Manual Continental Rev, li/oi/oi #7
Attitude
The attitude indication displays the airplane pitch and roll attitude referenced
to the horizon.
Pitch attitude is displayed by an airplane symbol against a pitch scale. The
pitch scale is in 2.5° increments.
A pointer indicates bank angle in increments of 10, 20, and 30 degrees.
Single marks indicate 45 and 60 degrees of bank. A small rectangle under the
bank angle pointer indicates slip and skid conditions. Bank angle is also
represented by the attitude of the airplane symbol against the horizon line and
pitch scale.
A pitch limit indication is displayed at low speeds when the flaps are up and
at all times when the flaps are down.
Steering Indications
The flight director steering indications are displayed when the associated
flight director switch is on.
TCAS resolution advisories are displayed in the attitude indication area.
Refer to Section 6.15, Warnings.
The Flight Path Vector (FPV) symbol represents airplane flight path angle
vertically and drift angle laterally. The flight path vector is displayed on the
PFD when the EFIS control panel FPV switch is selected on, or the MCP
FPA reference switch is selected on.
The Flight Path Angle (FPA) symbol shows the selected flight path angle
when the MCP FPA reference switch is selected on and either the flight
director or autopilot is engaged.
The FPV and FPA symbols are displayed in two sizes and brightness levels.
The large, bright FPV/FPA symbols are displayed when the previously stated
selections are made and the flight director is off. The small, dim FPV/FPA
symbols are displayed when the previously stated selections are made and the
flight director is displayed.
Radio Altitude
The current radio altitude is displayed in the bottom center of the attitude
indication area when radio altitude is below 2,500 feet AGL.
FLT INSTM DSP
Sec. 6.10 Page 18
Rev. 11/01/01 #7
777
Continental
Flight Manual
Instrument Landing System Indications
ILS glide slope and localizer deviation, frequency / identification, DME,
course, and marker beacon indications are provided.
The approach reference information appears above and to the left of the
attitude display. The ILS station identification or frequency, course, and (if
available) DME are displayed.
The marker beacon indication (OM - outer marker, IM - inner marker, or MM
- middle marker) is displayed in the upper right corner of the attitude display
The glideslope pointer and scale appear on the right side of the attitude
indication.
The localizer pointer and scale appear at the bottom of the attitude indication.
Below 2500 feet radio altitude, with the localizer pointer in view, a rising
runway symbol comes into view. The symbol provides lateral guidance. At
200 feet radio altitude, the symbol rises toward the airplane symbol.
Approach Minimums
The selected radio altitude or barometric approach minimums set on the EFIS
control panel is displayed near the bottom left of the altitude display.
Heading/Track Indications
Selected heading/track information is displayed in the bottom section of the
PFD on a section of the compass rose. Current heading is displayed under a
pointer at the top of the compass rose. The MCP selected heading bug is
displayed on the outside of the compass rose. The MCP selected track bug is
displayed on the inside of the compass rose.
Heading or track is displayed based on the position of the MCP HDG/TRK
reference switch. The selected heading or selected track is annunciated in the
left half of the compass rose. The current heading/track reference (mag/tru)
is shown in the right half of the compass rose. A line drawn perpendicular to
the edge of the compass rose from the invisible center depicts the current
airplane track.
Time Critical Warnings
area.
Time critical warnings are displayed in large capital letters between the
attitude display and the heading/track compass rose. Refer to Section 6.15,
Warnings.
Ill
Flight Manual
Continental
FLT INSTM DSP
Sec. 6.10 Page 19
Rev. 11/01/01 #7
Typical PFD Displays
Typical PFD configurations for six phases of flight follow. The autopilot,
LNAV, and VNAV are engaged for climb, cruise, descent, approach, and
landing. The AFDS approach mode is used for approach and landing.
PFD Takeoff Display
I HOLD I TO/GA I TO/GA
I n ^'- L -' | LNAV I VNAV
L 29.83IN
PFD Climb Display
280
340- ,
_ ■
320-
300-
2 § ><=l
260-
240-
|THRREF| LNAV |vNAVSPd]
A/P
31000
ET
-1121
-j jl1ioo|
—1 1 000
-11800
IN
.458
h 12 13
* t 4 N. L29.83N
\ 135 H f MAG SJC*
7771556
FLT INSTM DSP
Sec. 6.10 Page 20
Rev. 11/01/01 #7
Continental
111
Flight Manual
PFD Cruise Display
I SPD I LNAV I VNAV PTh1 „ ,
.820 1 1 1 1 31ooo
"3Bt3^ R3TJ
„ A/P
340-C f v rT X rr 7 \
320-
-312
PFD Descent Display
| HOLD | LNAV | VNAV PTH |
240 1 1 1 1 10000
A/P
300-
280-
260-
242^1,
220-
200-
\
-20400
-202DC
— 1 9 BDC
.532
7771558
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Flight Manual
Continental
FLT INSTM DSP
Sec. 6.10 Page 21
Rev. 11/01/01 #7
PFD Approach Display
137
I SPD I LOC I G/S I
I aKU | ROLLOUT | FLARE |
3 ooo
L 29.89 in
PFD Landing Display
137
3ooo
160-
140^
112
100'
80
60
ET
LAND 3
_ /
RADIO
L 29.89 in
7771560
FLT INSTM DSP
Sec. 6.10 Page 22
Rev. 11/01/01 #7
Continental
NAVIGATION DISPLAY (ND)
111
Flight Manual
Introduction
The NDs provide a mode-selectable color flight progress display. The modes
are:
• map • app (approach)
• vor • pln (plan).
The map, vor, and app modes can be switched between an expanded mode
with a partial compass rose and a centered mode with a full compass rose.
ND Modes
Map Mode
The map mode is recommended for most phases of flight.
Presented track up, this mode shows airplane position relative to the route of
flight against a moving map background.
Displayed information can include:
Selected and current track
Selected and current heading
Position trend vector
Range to selected altitude
Map range scale
Ground speed
True airspeed
Wind direction and speed
Next waypoint distance
Waypoint estimated
time of arrival
Selected navigation data points.
Additional Navigation Facility (STA), Waypoint (WPT), Airport (ARPT),
Route Progress (DATA) and Position (POS) data are available for display on
the ND in both the expanded and center map modes.
VOR and Approach Modes
The vor and app modes are presented heading up. The vor and app modes
display track, heading, and wind speed and direction with VOR navigation or
ILS approach information.
Plan Mode
The pln mode is presented true north up. The active route may be viewed
using the step prompt on the CDU LEGS pages.
FLT INSTM DSP
111
Flight Manual
Continental
Sec. 6.10 Page 23
Rev. 11/01/01 #7
ND Information
Heading
Heading is supplied by the FMC or Air Data Inertial Reference System
(ADIRS). The ND compass rose can be referenced to magnetic north or true
north. The heading reference switch is used to manually select magnetic or
true reference. The compass display is automatically referenced to true north
when the airplane is north of 82° north or south of 82° south latitude, or near
the magnetic poles with the heading reference switch in norm.
Track is supplied by the FMC during normal operation and by the CDU when
in alternate navigation.
Traffic information from the TCAS can be displayed on the ND. TCAS is
described in Section 6.15, Warning Systems.
Weather Radar
Weather radar information can be displayed on the ND. The weather radar
system is described in Section 6.15, Warning Systems.
Failure Flags and Messages
Failure flags are displayed for system failures or invalid information.
Indications are removed or replaced by dashes when source system
information is not available.
The message excess data is displayed if the amount of information sent to
the ND exceeds the display capability. When this occurs, the primary display
system removes information from the center of the display outward;
information near the outer selected range area is still displayed. The message
can be removed by:
• Reducing the amount of map information,
• Reducing range, or
• Deselecting one or more of the EFIS control panel map switches (sta,
WPT, ARPT, DATA, POS).
Track
Traffic
FLT INSTM DSP
Sec. 6.10 Page 24
Rev. 11/01/01 #7
Continental
111
Flight Manual
Typical ND Map Displays
Typical ND map displays are shown on the following pages. Examples of
other ND displays (centered map, approach, VOR, and plan modes) are
shown in parts of this section.
WXR
(weather
radar) map
switch
selected.
7771561
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Continental
FLT INSTM DSP
Sec. 6.10 Page 25
Rev. 11/01/01 #7
WPT
(waypoint)
map switch
selected.
ARPT
(airport)
map switch
selected.
7771563
FLT INSTM DSP
Sec. 6.10 Page 26
Rev. 11/01/01 #7
Continental
111
Flight Manual
FLT INSTM DSP
777 Sec. 6.10 Page 27
Flight Manual Continental Rev, n/01/02 #9
ND Symbology
The following symbols can be displayed on each ND, depending on EFIS
control panel switch selections. Colors indicate the following:
• W (white) - Present status, range scales
• G (green) - Dynamic conditions
• M (magenta or pink) - Command information, pointers, symbols, fly-to
condition
• B (blue or cyan) - Non-active or background information
• A (amber or yellow) - Cautions, faults, flags
• R (red) - Warnings
General
Symbol
Name
ND Mode
Remarks
trkI062|mag
Track-up ND.
Track orientation (G),
current track ( W), and
track reference (G)
Shows track
in MAP,
MAP CTR
Displays TRK as the
orientation, the current track,
and MAG or TRU as the
reference, and points to the
heading on the compass rose.
HDGl263lMAG
V
Heading-up ND.
Heading orientation
(Ci*\ nirrpnt TiPflHincr
(W), heading
reference (G), and
heading pointer (W)
Shows HDG
(heading) in
VOR, VOR
CTR, APP,
APP CTR
Displays HDG as the display
orientation, current heading,
MAG or TRU as the heading
reference, and points to the
heading on the compass rose.
GRID
237
Grid heading (W)
MAP, MAP
CTR, PLAN
Displays above 70 degrees
latitude.
TIME TO AtlGN
05:35
ADIRU time to align
(W)
All
Indicates time remaining for
IRU alignment. Replaces
wind direction / speed and
wind arrow, on the ground,
during alignment.
M
Selected heading bug
(M)
All except
PLAN
Displays the MCP-selected
heading. A dashed line (M)
may extend from the marker
to the airplane symbol.
In the MAP mode with
LNAV, LOC, or ROLLOUT
engaged, the dashed line is
removed 1 0 seconds after the
selected heading bug is
moved.
FLT INSTM DSP
Sec. 6.10 Page 28
Rev. 11/01/01 #7
Continental
111
Flight Manual
Selected track bug
(M)
All except
PLAN
Displays the MCP-selected
track. A dashed line (M)
may extend from the
marker to the airplane
symbol.
40 -1-
Track line and range
scale (W)
MAP, MAP
CTR, VOR,
VOR CTR,
APP, APP
CTR
Indicates current track.
Number indicates half the
range (VOR CTR and APP
CTR do not display range).
MAG OR
TRU
Heading/track
reference (G) box
(W) in TRU, box (A)
if TRU displayed in
descent
All except
PLAN
Indicates heading/track is
referenced to magnetic
north or true north.
Switching from TRU to
MAG displays a box
around MAG for 10
seconds.
12 15
Expanded compass
(W)
MAP, APP,
VOR
Displays 90 degrees of
compass rose.
V
Current heading
pointer (W)
MAP, MAP
CTR
Points to current heading
on the compass rose.
GS310
Groundspeed (W)
All
Current ground speed.
TAS312
True airspeed (W)
All
Current true airspeed
/i i cnl Tt*r\ dhrn'p 1 III! Lri^tc
uiapiaycu duuvc iuu kiiuls.
/
350° /15
Wind direction/
speed and wind
arrow (W)
All
Indicates wind bearing,
speed, and direction, with
respect to display
orientation and
heading/track reference.
Arrow not displayed in the
PLAN map mode.
FLT INSTM DSP
777 Sec. 6.10 Page 29
Flight Manual Continental Rev, li/oi/oi #7
Radio Navigation
Symbol
Name
ND Mode
Remarks
VOR L, R
ILS L, C, R
Reference receiver
(G)
VOR, VOR
CTR, APP,
APP CTR
Indicates the selected
receiver as the display
reference.
116.80
OR
SEA
ILS (W)/VOR (W)
Reference receiver
frequency or
identifier display
VOR, VOR
CTR, APP,
APP CTR
Frequency displayed before
the identifier is decoded.
The decoded identifier
replaces the frequency.
Medium size characters for
VOR, small size characters
for DME only.
DME24.6
DME distance (W)
VOR, VOR
CTR, APP,
APP CTR
Indicates DME distance to
the reference navaid.
crs 135
Reference ILS or
VOR course (W)
VOR, VOR
CTR, APP,
APP CTR
Indicates the VOR course
or ILS localizer course.
t JL
Left VOR (G) or
ADF (B) pointer
head and tail
All except
PLAN
Indicates bearing to (head)
or from (tail) the tuned
station, if selected on the
respective EFIS control
panel.
Right VOR (G) or
ADF (B) pointer
head and tail
jo o o
ILS localizer or VOR
course deviation
indication (M) and
scale (W)
VOR, VOR
CTR, APP,
APP CTR
Displays LOC or VOR
course deviation.
1_-/C V IclLlUll illUiCdlUI UUlllLa
in direction of VOR or ILS
selected course. For ILS
deviation, indicator fills
(M) when less than 2 1/2
dots from center.
Selected course
pointer (W) and line
(M)
VOR, VOR
CTR, APP,
APP CTR
Displays CDU-selected
course.
FLT INSTM DSP
Sec. 6.10 Page 30
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Continental
111
Flight Manual
o
o
o
Glide slope pointer
(M) and scale (W)
APP, APP
CTR
Displays glideslope
position and deviation.
Deviation indicator fills
(M) when less than 2 1/2
dots from center.
A
To/from indication
(W)
VOR CTR
Located near airplane
symbol. Displays VOR
TO/FROM indication.
TO
FROM
To/from indication
(W)
VOR, VOR
CTR
Displays VOR to/from
indication.
O
u
VOR (B, G),
DME/TACAN (B,
G), VORTAC (B, G)
MAP, MAP
CTR
When the EFIS control
panel STA map switch is
selected on, appropriate
navaids are displayed (B).
Tuned VHF navaids are
displayed in green,
regardless of switch
selection. When a navaid
is manually tuned, the
selected course and
reciprocal are displayed.
VOR/DME raw data
radial and distance
(G)
When the POS map switch
is selected on, the station
radial extends to the
airplane.
VOR L, R
ADF L, R
VOR (G) or ADF (B)
selection
MAP, MAP
CTR, VOR,
VOR CTR,
APP, APP
CTR
Located lower left or right
corner. Represents
positions of the EFIS
control panel VOR/ADF
switches.
116.80
OR
SEA
OR
520
OR
BF
VOR frequency or
identifier (G),
ADF frequency or
identifier (B)
MAP, MAP
CTR, VOR,
VOR CTR,
APP, APP
CTR
Frequency is displayed
before identifier is
decoded. Decoded
identifier replaces the
frequency. For VORs,
small size characters
indicate only DME
information is being
received.
Ill
Flight Manual
Continental
FLT INSTM DSP
Sec. 6.10 Page 31
Rev. 11/01/01 #7
DME24.6
DME distance (G)
MAP, MAP
CTR, VOR,
VOR CTR,
APP, APP
CTR
Indicates DME distance to
the referenced navaid.
FLT INSTM DSP
Sec. 6.10 Page 32
Rev. 11/01/01 #7
Continental
111
Flight Manual
Map
Symbol
Name
ND Mode
Remarks
A
Airplane symbol (W)
MAP, MAP
CTR, VOR,
APP
Current airplane position is
at the apex of the triangle.
Airplane symbol (W)
VOR CTR,
APP CTR
Current airplane position is
at the center of the symbol.
i
A
Position trend vector
(W) (dashed line)
MAP, MAP
CTR
Predicts position at the end
of 30, 60, and 90 second
intervals. Each segment
represents 30 seconds.
Based on bank angle and
ground speed. Selected
range determines the
number of segments
displayed. For range:
• greater than 20
NM, 3 segments
• =20NM, 2
segments
• =10NM, 1
segment.
Airplane symbol (W)
PLAN
Indicates actual position
and track along the flight
plan route in plan mode
only.
Inhibited north of 82°N
latitude and south of 82°S
latitude.
ABCDE
Active waypoint
identifier (M)
MAP, MAP
CTR, PLAN
Indicates the active flight
plan waypoint, the next
waypoint on the route of
flight.
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Flight Manual
Continental
FLT INSTM DSP
Sec. 6.10 Page 33
Rev. 11/01/02 #9
124 NM
Active waypoint
distance ( W)
MAP, MAP
CTR, PLAN
Distance to the active
waypoint.
0025 TTG
Active waypoint time
to go during alternate
navigation(W)
MAP, MAP
CTR, PLAN
Indicates CDU calculated
time to go in hours and
minutes to active waypoint
during alternate navigation.
0835.4Z
Active waypoint ETA
(W)
MAP, MAP
CTR, PLAN
Indicates ETA at the active
waypoint. Time is based on
distance to go and ground
speed. It does not consider
FMC performance
predictions and may differ
from other FMC ETAs that
do.
AM BOY
Waypoint: active (M),
inactive (W)
MAP, MAP
CTR, PLAN
Active - represents the
waypoint the airplane is
currently navigating to.
Inactive - represents the
waypoints on the active
route.
MLF
Off route waypoint
(B)
MAP, MAP
CTR
When the EFIS control
panel WPT map switch is
selected on, waypoints not
on the selected route are
displayed, in ND ranges of
10, 20, or 40.
<^>AMBOY
<(^KILMR
\
<>PARBY
Flight plan route:
active (M), modified
(W), inactive (B)
MAP, MAP
CTR, PLAN
The active route is displayed
with a continuous line (M)
between waypoints.
Active route modifications
are displayed with short
dashes (W) between
waypoints.
Inactive routes are displayed
with long dashes (B)
between waypoints.
Offset path and
identifier: active
route (M), modified
route (W)
MAP, MAP
CTR, PLAN
Presents a dashed line
parallel to and offset from
the active or modified route.
FLT INSTM DSP
Sec. 6.10 Page 34
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Continental
111
Flight Manual
«V>KILMR
Y 12000
0835Z
Route data: active
waypoint (M),
inactive waypoint
(W)
MAP, MAP
CTR
When the EFIS control
panel DATA map switch is
selected on, entered or
procedural altitude and
ETAs for route waypoints
are displayed.
>- y
Holding pattern:
active route (M),
modified route (W),
inactive route (B)
MAP, MAP
PTD PT A XT
A holding pattern appears
when in the flight plan.
Altitude range arc
(G)
MAP, MAP
CTR
Based on vertical speed and
groundspeed, indicates the
approximate map position
where the MCP altitude
will be reached.
o
J ID
Altitude profile point
and identifier (G)
MAP, MAP
CTR
Indicates the approximate
map position of the FMC-
calculated T/C (top-of-
climb), T/D (top-of-
descent), S/C (step climb),
and E/D (end of descent)
points.
Predicted altitude/ETA
points entered on the FIX
page display the altitude /
ETA along with the profile
point.
Deceleration points have no
identifier.
VNAV path pointer
(M) and deviation
scale (W)
MAP, MAP
CTR
Displays vertical deviation
from selected VNAV
PATH during descent only.
Scale indicates ± 400 feet
deviation. Digital display
is provided when the
pointer indicates more than
± 400 feet.
Ill
Flight Manual
Continental
FLT INSTM DSP
Sec. 6.10 Page 35
Rev. 11/01/01 #7
Procedure turn:
active route (M),
modified route (W),
inactive route (B)
MAP, MAP
CTR, PLAN
A procedure turn appears
when in the flight plan. It
increases in size upon
entering the procedure turn.
O'kabc
22 L
Airport and runway
(W)
MAP, MAP
CTR, PLAN
Displayed when selected as
the origin or destination
and ND range is 80, 160,
320, or 640 NM.
O KTEB
Airport (B)
MAP, MAP
CTR, PLAN
Displayed if the EFIS
control panel ARPT map
switch is selected on.
Origin and destination
airports are always
displayed, regardless of
map switch selection.
Airport and runway
(W)
MAP, MAP
CTR, PLAN
Displayed when selected as
the origin or destination
and ND range is 10, 20, or
40 NM. Dashed runway
centerlines extend 14.2
NM.
(A)
Alternate airports (B)
MAP, MAP
CTR, PLAN
PLAN: displays up to four
alternate airports at all
times.
MAP, MAP CTR: displays
the FMC or pilot selected
primary alternate airport.
Displays up to four
alternate airports when the
EFIS control panel APRT
map switch is selected on.
Energy management
circles (B, W)
MAP, MAP
CTR
Indicates clean (B) and
speedbrake (W) energy
management circles as
defined on the CDU
OFFPATH DES page.
SI
Selected reference
point and bearing
distance information
(G)
MAP, MAP
CTR, PLAN
Displays the reference
point selected on the CDU
FIX page. Bearing and/or
distance from the fix are
displayed with dashes (G).
FLT INSTM DSP
Sec. 6.10 Page 36
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Continental
111
Flight Manual
GPS
DME-DME
VOR-DME
LOC
INERTIAL
FMC position update
status (G)
MAP, MAP
CTR
Indicates the system
providing FMC position
update.
V-TW
GPS position (W)
MAP, MAP
CTR
When the EFIS POS map
switch is selected on,
indicates GPS position
relative to FMC position.
si/
A
ADIRU position (W)
MAP, MAP
CTR
When the EFIS control
panel POS map switch is
selected on, the star
indicates ADIRU position
relative to FMC position.
Weather radar returns
(R, A, G, M)
IVl/Vr, IVl/Vr
CTR, VOR,
APP
The most intense areas are
displayed in red, lesser
intensity in amber, and
lowest intensity green.
Turbulence is displayed in
magenta.
STA
WPT
ARPT
Selected map options
(B)
MAP, MAP
CTR
Displays EFIS control
panel selected map options.
CDU L, C, R
Map source
annunciation (G)
MAP, MAP
CTR
Displays ND source if:
• CDU is selected on
respective
navigation source
select switch
• Both FMCs fail, or
• A manually
selected FMC fails.
Nt
North up arrow (G)
PLAN
Indicates map background
is oriented and referenced
to true north.
FLT INSTM DSP
777 Sec. 6.10 Page 37
Flight Manual Continental Rev, li/oi/oi #7
TCAS
Symbol
Name
ND Mode
Remarks
■ t
-03
TCAS resolution
advisory (RA),
relative altitude
(R)
MAP,
MAP CTR,
APP, VOR
These symbols are displayed
only when the EFIS control
panel traffic (TFC) switch is
selected on. Refer to
Chapter 6.15, Warnings.
The arrow indicates traffic
+02
• J
TCAS traffic
advisory (TA),
relative altitude
(A)
climbing or descending at a
rate greater than or equal to
500 fpm. At rates less than
500 fpm, the arrow is not
displayed.
For relative altitude symbols,
the number and associated
qicttTs inHipatp flltituHp nf
.ilLill.1 1 1 1^1 1 1. L 1 1 ^. (lllllLI^I^. \JL
traffic in hundreds of feet
relative to the airplane.
For absolute altitude
symbols, the number
indicates altitude of traffic in
thousands and hundreds of
feet. Relative versus
absolute altitude display is
selected on the
-05
TCAS proximate
traffic, relative
altitude (W)
transponder/TCAS control
panel.
For both relative and
absolute altitude, the number
is below the traffic symbol
when the traffic is below,
+09
TCAS other
traffic, relative
altitude (W)
and above the traffic symbol
when the traffic is above the
airplane. Absence of the
number implies altitude
unknown.
FLT INSTM DSP
Sec. 6.10 Page 38
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Continental
111
Flight Manual
RA5.3 +09 1
TA8.9-12 t
TCAS no bearing
message (RA-R,
TA-A)
MAP, MAP
CTR, APP,
VOR
Message provides traffic type,
range in NM, altitude and
vertical direction.
TRAFFIC
TCAS traffic alert
message (RA, TA)
All
Displayed whenever a TCAS
RA or TA is active. EFIS
control panel TFC switch
does not have to be selected
on.
OFFSCALE
TCAS off scale
message (RA, TA)
MAP, MAP
CTR, APP,
VOR
Displayed whenever RA or
TA traffic is outside the
traffic area covered by the
ND range. Displayed only if
the EFIS control panel TFC
switch is selected on.
TFC
TCAS mode (B)
MAP, MAP
CTR, APP,
VOR
Indicates the ND TCAS
display is active; the EFIS
control panel TFC switch is
selected on.
TA ONLY
TCAS mode (B)
All
Indicates TCAS computer is
not computing RAs.
Displayed whether the EFIS
control panel TFC switch is
selected on or off.
TCAS TEST
TCAS mode (B)
All
Indicates TCAS is operating
in the test mode. Displayed
whether EFIS control panel
TFC switch is selected on or
off.
TCAS OFF
TfAC mnHp CA">
i niouc yr\ )
MAP MAP
CTR, APP,
VOR
uispiayeu wiicii liic
TCAS/ATC mode switch is
not in TA ONLY or TA/RA,
if traffic is selected. Not
displayed if TCAS is failed.
TCAS FAIL
TCAS mode (A)
MAP, MAP
CTR, APP,
VOR
Indicates TCAS failure, if
traffic is selected.
FLT INSTM DSP
777 Sec. 6.10 Page 39
Flight Manual Continental Rev, li/oi/oi #7
Radar
Symbol
Name
inu ivioue
Remarks
TEST
Weather radar (WXR)
test mode (B) (A)
MAP, MAP
CTR, APP,
VOR
Weather radar system is
selected on the EFIS
control panel (refer to
Chapter 6.11, Flight
Management,
WXR
WXR precipitation
only mode (B)
WX+T
WXR and turbulence
mode (B)
Navigation).
VAR
WXR receiver gain
(B)
MAP
Mode used with
down-tilt when ground
mapping (B)
+15
to
-15
WXR antenna tilt (B)
WXR
FAIL
WXR system failure
(A)
RT
WXR receiver
transmitter failure (A)
ANT
WXR antenna failure
(A)
CONT
WXR control panel
failure (A)
ATT
WXR loss of attitude
data (A)
WEAK
WXR calibration fault
(A)
STAB
Stabilization off (A)
FLT INSTM DSP
Sec. 6.10 Page 40 777
Rev. 11/01/01 #7 Continental Flight Manual
Look-Ahead Terrain
Symbol
Name
> \> ivioae
Remarks
Terrain display (R, A,
MAP,
Displays terrain data from
G, M)
MAP CTR,
the GPWS terrain data
APP,
base
VOR
Terrain 2000 feet below to
jUU teet (zju teet witn
gear down) below the
alipiallc a LUliClll dUlluUL
(G), terrain 500 feet (250
fppt with cpjir Hnwn^
IWvL W 1 Lll cwQl LIU W lit
below to 2000 feet above
the airplane's current
altitude (A), terrain more
than 2000 feet above
airplane's current altitude
(R), no terrain data
available (M).
Color and density vary
based on terrain height vs.
airplane altitude.
TERR
Terrain mode
MAP,
Terrain display enabled
annunciation (C)
MAP CTR
(manual or automatic
APP,
display).
VOR
TERR TEST
Terrain test mode
All
GPWS operating in self-
annunciation (C)
test mode.
TERRAIN
Terrain annunciation
All
Look-ahead terrain
(R,A)
caution alert active (A),
look-ahead terrain
warning alert active (R).
Ill
Flight Manual
Continental
FLT INSTM DSP
Sec. 6.10 Page 41
Rev. 11/01/01 #7
TERR FAIL
Terrain status
annunciations (A)
MAP,
MAP CTR,
APP,
VOR
Look-ahead terrain
alerting and display have
failed.
TERR POS
MAP,
MAP CTR,
APP,
VOR
Look-ahead terrain
alerting and display
unavailable due to
position uncertainty.
TERR
OVRD
MAP,
MAP CTR,
APP,
VOR
GPWS terrain inhibit
switch in TERR INHIBIT
position.
TERR
RANGE
DISAGREE
Terrain range status
annunciations (A)
MAP,
MAP CTR,
APP,
VOR
Terrain output range
disagrees with selected
EFIS control panel range.
MAP/TERR
RANGE
DISAGREE
MAP,
MAP CTR
Terrain output range and
map display output range
disagree with selected
EFIS control panel range.
Predictive Windshear
Symbol
Name
ND Mode
Remarks
\
Predictive windshear
symbol (R, B, A)
MAP,
MAP CTR,
APP,
VOR
Displays windshear
location and approximate
geometric size (width and
depth).
Amber radials extend
from predictive windshear
symbol to help identify
location of windshear
event.
WINDSHEAR
Windshear
annunciation (R, A)
All
Predictive windshear
caution active (A).
Predictive windshear
warning active (R).
FLT INSTM DSP
Sec. 6.10 Page 42 777
Rev. ii/Qi/02 #9 Continental Flight Manual
ELECTRONIC CHECKLIST (ECL)
Introduction
Normal and non-normal electronic checklists can be displayed on any selected
Multifunction Display (MFD). The electronic checklist system is not required
for dispatch; a printed checklist must be available on the flight deck.
Electronic checklists can be displayed on any MFD by pushing the checklist
display switch on the display select panel. The checklists are controlled using
either one of the two cursor control devices. Cursor control devices (CCD) and
MFD selection are described in the Display System Controls paragraph of this
section.
Electronic Checklist Operation
General
Pushing the checklist display switch on the display select panel displays the
proper checklist (refer to the Normal Checklist and Non-Normal Checklist
paragraphs in this section for the checklist display priority order). Only one
checklist is displayed at a time.
Three types of checklists can be displayed:
• Normal
• Non-normal associated with EICAS messages
• Non-normal not associated with EICAS messages.
As each normal checklist is finished, pushing the checklist display switch
displays the next sequential normal checklist.
Some checklist steps must be checked-off by the pilot. Other checklist steps are
automatically checked-off from sensed flight deck control positions, aircraft
system status, or EICAS messages.
The checklist complete indicator is displayed at the bottom of all pages of the
checklist when all of the line items are either complete, inactive, or overridden,
and every page has been displayed. If the flight crew chooses not to perform a
particular line item, the line item can be overridden by selecting the item ovrd
key at the bottom of the page. When a line item is overridden, the text changes
color from white to cyan and the current line item box moves down to the next
incomplete line item. If the flight crew chooses to not perform an entire
checklist, the checklist can be overridden by selecting the chkl ovrd key at the
bottom of the page. When a checklist is overridden, the text of the entire
checklist changes color from white to cyan, and the checklist overridden
indicator is displayed at the bottom of all pages.
FLT INSTM DSP
777 Sec. 6.10 Page 43
Flight Manual Continental Rev. 11/01/02 #9
Checklist Steps
Each step in a checklist is referred to as a line item. After selecting a checklist,
a current line item box automatically encloses the text of the first incomplete
line item.
When the cursor is on a line item, a cursor selection box encloses the current
line item box and the open loop indicator. When line items are complete, the
cursor, cursor selection box, and current line item box move to the next
incomplete line item.
Incomplete checklist line items appear as white text. Completed line items
appear as green text with a green check mark to the left. Overridden and
inactive line items are displayed in cyan.
Checklist Open Loop and Closed Loop Steps
Open loop (not sensed) steps are checklist steps that require crew confirmation.
Open loop steps display a gray box (open loop indicator), in the left margin.
The CCD cursor select switch is used to confirm completed open loop steps.
When the cursor is positioned within the current line item box or open loop
indicator, and the CCD cursor select switch is pressed, the checklist line item
text color changes from white to green and a green check mark is displayed on
the open loop indicator.
Closed loop (sensed) steps are checklist steps that can automatically be
completed by system inputs. Closed loop steps display check marks with no
gray boxes.
Checklist Pages
The checklist is displayed on one or more pages. Page keys are located on the
right side of each checklist containing more than one page. Page keys are not
shown on checklists containing only one page.
When a checklist is complete and there are no additional checklists in the non-
normal checklist queue, the cursor automatically moves to the normal checklist
key in the lower left corner of the display. If a non-normal checklist exists, the
cursor automatically moves to the non-normal checklist key in the lower right
corner of the display. Pressing the cursor select switch causes the next
appropriate checklist to appear.
FLT INSTM DSP
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When a checklist has more than one page, and the checklist steps on the current
page are complete, the cursor automatically moves to the checklist page key
corresponding to the next page, continued is displayed on the bottom of the
page. Pressing the cursor select switch advances to the next checklist page.
When the last page is complete, the cursor moves to the normal or non-normal
checklist key as described above.
Checklist Menu Operation
An alternate means of operating the checklist is through the use of menus. The
normal, resets, and non-normal menus can be selected by the keys at the top of
the checklist page, using the cursor control device.
An exit menu key is located in the lower right corner of all menu displays. This
exits the menu page to allow access to the normal and non-normal checklist
keys.
Checklist RESETS Menu
Selecting resets displays miscellaneous information (such as checklist database
part number and revision information) and the following selectable resets:
• RESET NORMAL
• RESET NON-NORMAL
• reset all - Selecting the resets menu and then the reset key labeled reset
all resets all normal and non-normal checklists. The flight crew is
prompted to re-accomplish all annunciated non-normal checklists that were
previously completed. Use of the reset all function in flight is not
recommended.
This provides a way to reset multiple checklists.
Checklist Resets
If a checklist is partially complete or complete and the pilot wishes to begin the
checklist again, the checklist must be reset. Selecting the chkl reset key at the
bottom of the page, while the checklist is displayed, resets the checklist and
allows the checklist to be accomplished again.
For certain conditions, resets are required to prepare the checklist for the next
phase of flight. There are automatic resets and manual resets.
FLT INSTM DSP
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Sec. 6.10 Page 45
Rev. 11/01/02 #9
Checklist Override
Entire checklists can be overridden. By pressing the chkl ovrd key, the
displayed checklist turns to cyan, indicating that it is overridden. The message
checklist overridden is displayed at the bottom of the page. Normal checklist
sequence is then resumed. This allows for rapid skipping of checklists. All
associated operational notes and deferred line items are removed from their
respective target areas, and conditional statements within a checklist are
overridden.
Item Override
Item override is used by the flight crew when an item in a checklist will not be
accomplished or an item has been accomplished but the closed-loop sensing is
not functioning correctly. Overridding an item when required allows the
checklist to be completed.
The line item override function is available on all checklists. Selection of the
item ovrd key turns the highlighted step to cyan, indicating the step is not
applicable and has been overridden. Both closed loop and open loop steps can
be overridden.
Conditional statements (both closed and open loop) cannot be overridden.
Individual steps within conditional statements can be overridden.
Checklist Access
Air/ground logic, fuel control switch position, and EICAS message level
determine the checklist retrieval priority when the checklist display switch is
pushed.
Checklist call-up priority order is shown below.
On the ground and both fuel control switches are in the cutoff position and
both engine start selectors in norm:
• Checklists associated with any EICAS warning messages
• NORMAL checklists (incomplete or not yet displayed)
• Checklists associated with any EICAS caution messages
• Checklists associated with any EICAS advisory messages
• Unannunciated (no EICAS message) checklists.
FLT INSTM DSP
Sec. 6.10 Page 46
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Flight Manual
On the ground with either fuel control switch in the run position, or either
engine start selector not in norm, or in the air:
• Checklists associated with any EICAS warning messages
• Checklists associated with any EICAS caution messages
• Checklists associated with any EICAS advisory messages
• Unannunciated checklists
• NORMAL checklists.
Normal Checklists
Normal electronic checklist use follows the same philosophy as used with paper
checklists. The normal procedures are done from memory, then the checklist is
read to confirm the actions.
Normal Checklist Menu
Normal checklists are arranged in the menu by phase of flight. If a normal
checklist is selected out of sequence, the original normal sequence can be
resumed using the normal menu key or the checklist display switch.
Normal Checklist Automatic Reset Conditions
Automatic checklist resets occur for the following conditions:
• GO-AROUND - If the airplane is in the air, the landing gear is not up, and
to/ga is selected, then all normal checklists beginning with the AFTER
TAKEOFF checklist automatically reset.
• TOUCH-AND-GO - If the airplane has transitioned from air to ground,
takeoff thrust is reached with groundspeed greater than 80 KIAS, and the
thrust reversers not deployed, then all normal checklists beginning with the
AFTER TAKEOFF checklist automatically reset.
• NORMAL MENU CHOICE - If a previously completed checklist is
selected from the menu, it automatically resets when it is displayed.
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Flight Manual Continental Rev, li/oi/oi #7
Normal Checklist Manual Reset Conditions
Manual checklist resets are required for the following conditions:
• FULL STOP OR REFUSED TAKEOFF (RTO) WITH SUBSEQUENT
TAKEOFF - The flight crew selects the normal menu key to return to the
BEFORE TAKEOFF checklist
• RESETS FUNCTION - The flight crew activates the resets menu key
and selects the key labeled reset normal
• INDIVIDUAL CHECKLIST RESET - Selection of the chkl reset key
resets any displayed checklist.
Normal Checklist Access
Normal checklist selection sequence follows progressive phases of flight.
Phases of flight are distinguished by completion of the previous phase
checklist and not by air/ground logic. The checklist is automatically reset
after completing the last checklist, at power down, or following a manual
reset of all normal checklists.
The checklist order is:
• RECEIVING AIRCRAFT
• BEFORE START
• AFTER START
• BEFORE TAKEOFF
• AFTER TAKEOFF
• IN RANGE
• APPROACH
• LANDING
• AFTER LANDING
• PARKING
• TERMINATION
As each normal checklist is completed, the next unfinished normal checklist
is displayed.
Any normal checklist can be accessed using the normal menu.
FLT INSTM DSP
Sec. 6.10 Page 48
Rev. 11/01/02 #9
Continental
111
Flight Manual
Normal Checklist, Completing or Leaving
At the completion of each checklist (all steps are complete or overridden), the
appropriate message appears at the bottom of the page:
• checklist complete (white text on green background)
• checklist overridden (white text on cyan background).
After the checklist is complete, but still displayed, a change to the position of a
closed loop sensed switch results in the checklist no longer showing checklist
complete.
If a pilot attempts to leave an incomplete checklist, the text in the normal
checklist key changes color to amber to indicate that one or more unfinished
normal checklists items exist. Activating the amber normal checklist key
returns the display to the first unfinished step in the first unfinished normal
checklist.
Non-Normal Checklists
Non-normal electronic checklist use is designed to follow the same philosophy
as used with printed checklists. Non-normal checklists are done by read-and-
do. If a checklist has memory steps, those steps are accomplished before
accessing the checklist.
Non-Normal Checklist Menu
non-normal menu selections are arranged by aircraft system. Sub-menus are
used to group the appropriate checklists.
Non-Normal Checklist Automatic Reset Conditions
Automatic checklist resets occur if the non-normal condition no longer exists.
Non-Normal Checklist Manual Reset Conditions
Manual checklist resets are required for the following conditions:
• RESET NON-NORMAL - selecting the resets menu and then the reset key
labeled reset non-normal resets all non-normal checklists. The flight
crew is prompted to reaccomplish all annunciated non-normal checklists
that were previously completed. Use of the RESET NON-NORMAL
function in flight is not recommended.
• INDIVIDUAL CHECKLIST RESET - selection of the chkl reset key
resets any displayed checklist. The checklist is then ready to accomplish
again.
FLT INSTM DSP
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Flight Manual
Continental
Sec. 6.10 Page 49
Rev. 11/01/02 #9
Non-Normal Checklist Access And Checklist Icon
Annunciated non-normal checklists are accessed by pushing the checklist
display switch. Any non-normal checklist can be accessed using the non-
NORMAL MENU.
EICAS messages determine which non-normal checklist is automatically
displayed. EICAS alert messages with associated incomplete or unaccessed
checklist procedures are displayed with an icon (a white, empty box) to the left
of the message. The icon indicates checklist status. The presence or absence of
the icon indicates:
• Icon displayed - the checklist for the displayed message has not been
accessed, or the checklist has incomplete steps.
• Icon not displayed - all checklist steps are complete, there is no checklist
procedure for the displayed message, or another message is displayed
whose corresponding checklist inhibits display of the icon.
When pushing the checklist display switch and a single EICAS message exists,
the non-normal checklist for that condition is displayed. If multiple active
EICAS messages exist, pushing the checklist display switch displays a list
showing the non-normal checklists ready for display. This list represents the
non-normal checklist queue. If the number of checklists in the queue exceeds
10, a page indicator appears adjacent to the list.
The checklist queue order is similar to EICAS message priority:
• EICAS WARNING
• EICAS CAUTION
• EICAS ADVISORY
• UN ANNUNCIATED .
When a message becomes active, the corresponding checklist is automatically
placed in the queue. After checklist completion, a message may still exist, but
the checklist is removed from the queue. A checklist is also removed from the
queue when another message is displayed whose corresponding checklist
inhibits placement of the checklist in the queue.
Selection of the desired checklist in the queue is accomplished using the cursor,
which is initially placed on the first checklist. Once a checklist is selected and
completed, pressing the non-normal key returns the display to the queue, if
additional non-normal conditions exist.
Non-Normal Checklist Conditional Statements
There are two types of conditional statements within checklists:
• Closed loop (aircraft system status sensed)
• Open loop (aircraft system status not sensed).
FLT INSTM DSP
Sec. 6.10 Page 50 777
Rev. ii/Qi/02 #9 Continental Flight Manual
Open loop conditional statements are followed by selections labeled YES and
NO. The cursor is placed adjacent to the YES - NO line, requiring the pilot to
use the cursor to select the appropriate answer.
If the answer to conditional statement is YES, the steps immediately following
the conditional statement become active. If the answer to the conditional
statement is NO, the steps immediately following the conditional statement
become inactive and turn a cyan color to indicate the steps are not applicable.
The current line item box skips past the cyan items. Cyan steps are not
selectable. Any associated operational notes are removed from the notes page
and deferred line items are removed from the target normal checklist when they
are displayed in cyan. YES-NO selections remain active even after a selection
is made. The pilot can change selections at any time.
Sometimes a group of two or more open-loop conditional line items are
designated as a mutually exclusive set. When the pilot answers YES to any one
of the items in the exclusive set, all other items are automatically answered NO.
However, the opposite is not true. If all of the items but one are answered NO,
the last item is not automatically answered YES. The pilot must manually select
YES to one of the conditional line items in the exclusive set.
The closed loop conditional statement function is identical to open loop except
the decision is made automatically by using airplane system status sensing.
When the conditional statement is satisfied, the prompt moves to the next
unfinished conditional statement step. If the condition is not true, the steps
immediately following the conditional statement are no longer applicable and
change color to cyan. The current line item box skips past the cyan items.
Non-Normal Checklist, Completing or Leaving
At the completion of each checklist (all steps are either complete, inactive, or
overridden), the appropriate message appears at the bottom of the page:
• checklist complete (white text on green background)
• checklist overridden (white text on cyan background)
• checklist complete except deferred items (white text on green background).
If the checklist was left unfinished, the text in the non-normal checklist key in
the lower right corner of the display turns amber to indicate that at least one
non-normal checklist was left unfinished.
Non-Normal Unannunciated Checklists
Non-normal checklists not associated with specific EICAS messages are
unannunciated checklists. Unannunciated checklists are accessed only through
menu selection. Unannunciated checklists are the first sub-menu item when the
non-normal menu is accessed. This menu selection provides quick menu access
to all unannunciated checklists.
FLT INSTM DSP
777 Sec. 6.10 Page 51
Flight Manual Continental Rev, n/01/02 #9
Non-Normal Checklist Operational Notes
Checklist operational notes are used for ongoing consequences of the non-
normal condition, such as:
• Inoperative equipment lists
• Operational limitations.
Operational notes are selectable through the operational notes key at the
bottom of the page. After completion of a non-normal checklist that includes
operational notes, the notes are accessible during all subsequent phases of flight.
Each operational note includes a reference title for the EICAS message that
generated the note.
If there are multiple pages of operational notes, page keys are displayed. If
there is only one notes page, or all pages have been accessed, the cursor is
placed on the non-normal checklist key, if it is displayed, or moves to the
normal checklist key.
Operational notes are dependent upon the status of the non-normal condition
causing the note. If the condition goes away, the EICAS message and
associated notes are removed from the operational notes display.
Non-Normal Checklist Deferred Items
Deferred line items are items that are part of a non-normal checklist, but must
be accomplished later in the flight, usually during approach.
If a non-normal checklist containing deferred items is displayed, the items are
automatically attached to the appropriate normal checklist. Each set of deferred
items is referenced to the EICAS message that generated the original non-
normal checklist.
A non-normal checklist containing deferred items is considered complete when
all applicable steps prior to the deferred items have been accomplished. The
message checklist complete except deferred items is displayed at the bottom
of the page.
If a non-normal condition occurs after completion of the approach or landing
checklist, the originating non-normal checklist is considered incomplete until all
steps including the deferred items are accomplished.
Non-Normal Checklist Timers
Where required, an automatic timer appears in the upper right hand corner of
the checklist page to help in the completion of steps requiring time delays. All
timers are countdown timers. Timers can be associated with conditional
statements. In these cases, the timers are activated by the completion of a step
just prior to the conditional statement.
FLT INSTM DSP
Sec. 6.10 Page 52 777
Rev. ii/Qi/02 #9 Continental Flight Manual
Timers are activated by completing the step just prior to the line item associated
with the timer. Timers run in the background. This allows the flight crew to
leave the checklist to accomplish other tasks and then return to the checklist,
where an accurate countdown time is displayed. Timers initially appear in
white. When the time elapses, the timer displays 00:00 and the color changes to
amber. When the current line item box moves to the next incomplete item, the
expired timer is removed from the display.
Inhibited Checklist Line Items
When a single aircraft system failure results in the display of multiple EICAS
alert messages (a primary message and one or more consequential messages),
inhibited checklist line items allow unnecessary non-normal checklists
(consequential checklists) to be inhibited from display in the checklist queue.
Consequential EICAS alert messages may be displayed as a result of a primary
failure condition. For example, an auto speedbrake message is displayed as a
result of a hyd press sys c condition. Consequential EICAS alert messages
also may result from a non-normal checklist crew action. For example, a pack l
message is displayed when the crew selects the pack off during accomplishment
of the SMOKE AIR CONDITIONING checklist. Corresponding consequential
checklists are inhibited by the inhibited checklist line items in the primary
checklist. The inhibited checklist line item lists the consequential checklists
which are inhibited. The inhibit has the following effects on a consequential
checklist:
• Checklist icon is removed from corresponding EICAS message
• Checklist is removed from checklist queue
• Notes are not collected on operational notes page
• Deferred items are not collected in normal checklists.
If consequential checklist steps, notes, and information are applicable to the
primary failure condition, then these are included in the primary checklist.
Electronic Checklist System Inoperative
If the checklist display switch is pushed and the electronic checklist system is
inoperative, the message checklist not available is displayed on the MFD. If
the electronic checklist system has been disabled by maintenance, the message
checklist disabled is displayed on the MFD.
When the electronic checklist system is inoperative or disabled, checklist icons
are not displayed on the EICAS display for any messages.
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Sec. 6.10 Page 53
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STANDBY FLIGHT INSTRUMENTS / CLOCK
Standby Flight Instruments
The standby flight instruments include:
• Standby attitude indicator
• Standby airspeed indicator
Standby altimeter
Standby magnetic compass.
Standby Attitude Indicator
The standby attitude indicator displays SAARU attitude. A bank indicator
and pitch scale is provided.
Standby Airspeed Indicator
The standby airspeed indicator displays airspeed calculated from two standby
air data modules (one pitot and one static). It provides current airspeed in
knots as a digital readout box and with an airspeed pointer.
Standby Altimeter
The standby altimeter displays altitude from the standby (static) air data
module. Current altitude is displayed digitally. A pointer indicates altitude in
hundreds of feet. The pointer makes one complete revolution every 1 ,000
feet.
Standby Magnetic Compass
A standard liquid-damped magnetic standby compass is provided. A card
located near the compass provides heading correction factors.
A clock is located on each forward panel. Each clock displays airplane
information management system (AIMS) generated UTC time and date, or
manually set time and date. The AIMS UTC time comes from the Global
Positioning System (GPS). In addition to time, the clocks also provide
alternating day and month-year, elapsed time and chronograph functions.
Clock
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FLT INSTM DSP
777 Sec. 6.10 Page 55
Flight Manual Continental Rev, li/oi/oi #7
^CONTROLS AND INDICATORS
INBOARD DISPLAYS AND HEADING REFERENCE
Inboard Display Controls
INBOARD DSPL
^NORM^
NAV MFD
FORWARD PANELS
7771528
® INBOARD Display (dspl) Selector
Selects what is displayed on each inboard display unit.
PFD - Displays the PFD, blanks the PFD on the outboard display unit,
and inhibits selections made from the display select panel.
NAV - Displays the ND and inhibits selections made from the display
select panel.
MFD - displays the selection made on the display select panel.
EICAS -
• Displays EICAS
• Inhibits most selections made from the display select panel (limited
eng, fuel, and air displays can be selected)
• Blanks the upper center display unit.
Note : The PFD automatically appears on an inboard display unit if the
adjacent outboard display unit fails, regardless of switch position.
FLT INSTM DSP
Sec. 6.10 Page 56
Rev. 11/01/01 #7
Continental
Heading Reference Controls
111
Flight Manual
HDG REF
1 1
NORM
TRUE
LEFT FORWARD PANEL
77?: 529
Heading Reference (hdg ref) Switch
Pushing alternately selects the heading reference for the PFDs, NDs,
AFDS, and FMCs.
NORM -
• Normally references magnetic north
• Automatically references true north when north of 82°N or south of
82°S latitude or within the vicinity of the magnetic poles (PFDs,
NDs, and FMCs)
• Provides no reference for AFDS roll modes other than LNAV when
north of 82°N or south of 82°S latitude or in the vicinity of the
magnetic poles.
true - References true north regardless of latitude.
When the AFDS roll mode is hdg sel, switching the heading reference
switch from norm to true or true to norm engages the hdg hold mode.
When the AFDS roll mode is trk sel, switching the heading reference
switch from norm to true or true to norm engages the trk hold mode.
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Sec. 6.10 Page 58 777
Rev. 11/01/01 #7 Continental Flight Manual
DISPLAY SELECT PANEL
GLARESHIELD PANEL
7771530
® Display Lights
Illuminates to show the display unit the display select panel controls.
® Display Switches
Pushing the switch displays the associated display. Pushing the same
switch a second time blanks the display or (left and right inboard display
units) redisplays the ND if there is only one page of messages. If there
are more than one page of messages, pushing stat pages through the
messages.
eng - Secondary engine EICAS.
stat - Status page:
• Hydraulic system indications
• APU indications
• Oxygen system indications
• Status messages for dispatch determination
chkl - Checklist (this section).
comm - Communications.
nav - Navigation display (this section).
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Sec. 6.10 Page 59
Rev. 11/01/01 #7
® Multifunction Display (MFD) Switches
Selects the active MFD (left inboard, lower center, or right inboard
display unit) for display selection.
The appropriate left or right inboard display selector must be in the MFD
or EICAS position. The other display select panel switches determine
what is displayed on the selected MFD.
® Synoptic Switches
Pushing the switch displays the associated synoptic. Synoptics present a
simplified view of system status as an aid for crew situational awareness.
Pushing the same switch a second time blanks the display or (left and
right inboard display units) redisplays the ND.
ELEC - Electrical System (Section 6.6).
HYD - Hydraulic System (Section 6.13).
FUEL - Fuel System (Section 6.12).
AIR - Air Systems (Section 6.2).
DOOR - Doors (Section 6.1).
GEAR - Landing Gear and Brake Systems (Section 6.14).
FCTL - Flight Control System (Section 6.9).
Cancel/Recall (canc/rcl) Switch
Refer to Warnings, Section 6.15.
FLT INSTM DSP
Sec. 6.10 Page 60
Rev. 11/01/01 #7
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111
Flight Manual
EFIS CONTROL PANELS
The left EFIS control panel controls the left pfd and nd. The right EFIS
control panel controls the right pfd and nd.
EFIS Control Panel PFD Controls
40 T 160
VOR MAP
APR. \-l -PLN
V0R L 20V*^Lr°\«- 320 VOR R
" * 10— T (TFC) 1-640
ADF R
WPT ARPT
GLARESHIELD PANEL
Minimums (mins) Reference Selector (outer)
RADIO - Selects radio altitude as the PFD minimums reference.
BARO - Selects barometric altitude as the PFD minimums reference.
Minimums (mins) Selector (middle)
Rotate (slew)- Adjusts the PFD radio or baro minimums altitude.
Minimums Reset (mins rst) Switch (inner)
Push-
• Resets the PFD minimums alert display
• Blanks the minimums display when green.
Flight Path Vector (fpv) Switch
Push - Displays the PFD flight path vector.
Meters (mtrs) Switch
Push - Displays PFD altitude meters indications.
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Sec. 6.10 Page 61
Rev. 11/01/01 #7
Barometric Standard (baro std) Switch (inner)
Push-
• Selects the standard barometric setting (29.92 inches Hg/1013 HP A)
for the PFD barometric reference
• If std is displayed, selects the preselected barometric setting
• If no preselected barometric setting is displayed, displays the last
value before std was selected.
® Barometric (baro) Selector (middle)
Rotate (slew) - Adjusts the PFD barometric reference.
® Barometric (baro) Reference Selector (outer)
in - selects inches of mercury as the PFD barometric reference.
hpa - selects Hectopascals as the PFD barometric reference.
FLT INSTM DSP
Sec. 6.10 Page 62 777
Rev. 11/01/01 #7 Continental Flight Manual
EFIS Control Panel ND Controls
GLARESHIELD PANEL
7771526
® ND Mode Selector (outer)
Selects the desired ND map display.
app -
• Displays localizer and glideslope information in heading-up format
• Displays reference ILS receiver, ILS frequency or identification,
course, and DME
• Weather radar and TCAS are not displayed in ctr app mode.
vor -
• Displays VOR navigation information in heading-up format
• Displays reference VOR receiver, VOR frequency or identification,
course, DME, and TO/FROM indication
• Weather radar and TCAS are not displayed in ctr vor mode.
MAP -
• Displays FMC-generated route and map information, airplane
position, heading, and track
• Displays waypoints, including the active waypoint, within the
selected range
• Displays VNAV path deviation.
FLT INSTM DSP
777 Sec. 6.10 Page 63
Flight Manual Continental Rev, li/oi/oi #7
PLN -
• Displays a nonmoving, true north-up, route depiction
• The airplane symbol represents actual airplane position
• Allows route step-through using the CDU legs page
• Weather radar and TCAS are not displayed in pln mode.
® ND Center (ctr) Switch (inner)
Push-
• Displays the full compass rose (centered) for app, vor, and map
modes
• Subsequent pushes alternate between expanded and centered
displays.
(D vor/adf Switches
Displays VOR or ADF information on the respective ND.
vor - Displays the VOR pointer, VOR frequency or identification and
associated DME information in all modes except PLAN.
off - Removes VOR and ADF displays.
adf - Displays the ADF pointer and ADF frequency or identification in
all modes except PLAN.
® Map Switches
The map switches:
• Select detailed ND information displays
• Displays can be selected simultaneously
• Second push removes the information.
wxr (weather radar) - displays weather radar information (refer to
Section 6.15, Warning Systems).
sta (station) -
• Displays high and low altitude navigation aids, if the ND range
selector is in the 1 0, 20 or 40 NM range
• Displays high altitude navigation aids, if the ND range selector is in
the 80, 160, 320, or 640 NM range.
FLT INSTM DSP
Sec. 6.10 Page 64
Rev. 11/01/01 #7
777
Continental
Flight Manual
wpt (waypoint) - Displays waypoints, if the ND range selector is in the
10, 20 or 40 NM range.
aprt (airport) - Displays airports on all ranges.
data - Displays the FMC estimated time of arrival, altitude at each
waypoint, and altitude constraints at each waypoint.
pos (Position) -
• Displays ADIRU and GPS positions
• Displays VOR raw data radials extended from the nose of the
airplane to the stations.
terr (Terrain) - Displays terrain data. (Refer to Section 6. 15, Warning
Systems.)
(§) ND Range Selector (outer)
Selects the desired ND nautical mile range scale.
© ND Traffic (tfc) Switch (inner)
Push - displays TCAS ND information. (Refer to Section 6. 15, Warning
Systems.)
FLT INSTM DSP
777 Sec. 6.10 Page 65
Flight Manual Continental Rev, li/oi/oi #7
EFIS CONTROL PANELS AND DISPLAY SELECT PANEL (DSP) -
CDU ALTERNATE CONTROL
The CDU provides an alternate way to control the functions of the EFIS
control panel and/or the display select panel.
Note : The control callouts on the following pages correspond to the
control names on the EFIS control panels and the display select
panel. Explanations of the CDU functions are the same as on the
related control panels.
CDU EFIS/DSP Control Selection
CDU
7771539
® EFIS Control (ctl) Select Key
Transfers control of the EFIS from the EFIS control panel to the CDU
(left EFIS control panel transfers to the left CDU, right EFIS control
panel transfers to the right CDU).
® EFIS Page Select Key
Selects the EFIS CONTROL page when EFIS control is on.
® Display Select Panel Control (dsp ctl) Select Key
Transfers control of the display select panel control from the display
select panel to the CDU.
® Display Select Panel (dsp) Page Select Key
Selects the DISPLAY SELECT PANEL CONTROL page when the DSP
control is on.
FLT INSTM DSP
Sec. 6.10 Page 66
Rev. 11/01/01 #7
Continental
111
Flight Manual
EFIS Control CDU Pages
Barometric
Reference
Selector
Minimums
Reference
Selector
Minimums
Selector
Minimums
Reset
Switch
ND Range
Increase
Selector
ND Range
Decrease
Selector
ND Mode
Selectors
BARO SET
29.92 in
rad / baro set
< RAD «-* BARO
MINS SET
350ft
=T < MINS RESET
EFIS CONTROL
<SEL>
< RANGE INCR
160NM
< RANGE DECR
MODE
APP>
VOR>
MAP>
PLN>
CTR>
~6pti6ns>
ES
E3
E3
E3
E3
ND Center Switch
A
E3
E3
E3
E3
E3
E3
EFIS OPTIONS
<WXR
<STA
< WPT
< ARPT
< DATA
<POS
FPV>
MTRS > [=
TFC>
SEL ADF /VOR
OFF ADF <> VOR>
" CONTROL > r=:
ND Map Switches
Flight Path
Vector
Switch
Meters
Switch
ND Traffic
Switch
ADF/VOR
Switch
7771598
FLT INSTM DSP
777 Sec. 6.10 Page 67
Flight Manual Continental Rev, li/oi/oi #7
Display Select CDU Pages
Display Switches .
I Multifunction Display Switches
"[=J
- E3
_E3
"E3
".(=1
DISPLAY MODE
SEL DISPLAY MODE
<L INBRD CHKL >
< LWR CTR COMM>
<R INBRD <SEL> NAV >
El CAS
< ENG
<STAT
CANCL/RCL >
" SYNOPTICS >
.Multifunction
Display Switches
1=1
EE]
.Cancel/Recall
Switch
E3
E3
DISPLAY SYNOPTICS
SEL DISPLAY
<L INBRD
<LWR CTR
<R INBRD <SEL>
<DOOR
< GEAR
ELEO
HYD>
FUEL>
AIR >
FCTL>
MODES>
J)
E3
E3
E3
E3
E3
E3
Synoptic Switches
7771599
FLT INSTM DSP
Sec. 6.10 Page 68 777
Rev. 11/01/01 #7 Continental Flight Manual
DISPLAY BRIGHTNESS CONTROLS
Forward Panel Brightness Controls
FWD PANEL BRIGHTNESS
OUTBD INBD DSPL/ PNL/
7771532
The left panel is shown.
® Outboard Display (outbd dspl) Brightness Control
Rotate - Adjusts the brightness of the outboard display unit.
© Inboard Display (inbd dspl) Brightness Control (outer)
Rotate - Adjusts the brightness of the inboard display unit.
® Inboard Display Weather Radar (inbd dspl wxr) Brightness Control
(inner)
Rotate - Adjusts weather radar display brightness on the inboard display
unit.
Ill
Flight Manual
Continental
Center Panel Brightness Controls
FLT INSTM DSP
Sec. 6.10 Page 69
Rev. 11/01/01 #7
CTR PNL BRIGHTNESS
FORVW\RD AISLE STAND PANEL
(771533
® Upper Display (upr dspl) Brightness Control
Rotate - Adjusts the brightness of the upper center display unit.
® Lower Display (lwr dspl) Brightness Control (outer)
Rotate - Adjusts the brightness of the lower center display unit.
® Lower Display Weather Radar (lwr dspl wxr) Brightness Control (inner)
Rotate - Adjusts weather radar brightness on the lower center display
unit.
FLT INSTM DSP
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Rev. 11/01/01 #7 Continental Flight Manual
CURSOR CONTROL DEVICE (CCD)
The left CCD controls the left inboard and lower center display unit cursor
position and operation.
The right CCD controls the right inboard and lower center display unit cursor
position and operation.
The left CCD is shown; the right CCD is similar, except the cursor select
switch and the LWR CTR switches are located on the opposite side of the
CCD.
CONTROL STAND
7771531
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Sec. 6.10 Page 71
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® Cursor Location Lights
The associated annunciator light illuminates to indicate which display
unit is selected.
Selects the display unit where the cursor appears (inboard, or lower
center display) and automatically deselects the previous display unit.
® Touch Pad
Finger movement on the touch pad moves the cursor on the selected
display. Lifting the finger off the pad and putting it back down in a
different location (except the corner areas) does not move the cursor.
The cursor only moves when the finger is moved on the touch pad
Corner areas - Placing a finger in one of the four corners puts the cursor
in that respective corner of the screen. Moving the cursor into a corner
region without lifting the finger from the pad does not have this effect.
© Cursor Select Switch
Push - Activates the area of the screen that the cursor is currently in, such
as a menu item or command button. The area is highlighted by a white
border to indicate it can be selected.
® Cursor Location Switches
surface.
The switch is used to select menus, checklists, checklist steps, and other
functions.
FLT INSTM DSP
Sec. 6.10 Page 72
Rev. 11/01/01 #7
Continental
111
Flight Manual
INSTRUMENT SOURCE SELECT PANELS
) «•
CDU
NAV
) ►
ALTN
AIR
DATA
/ATT
) "
ALTN
DSPL
ALTN
CTRL
DSPL
CTRL
FORWARD AISLE
STAND PANEL
FORWARD PANELS
7771537
The instrument source switches are provided for use if a display-related
failure is not detected by automatic system monitors. Normally, the display
system automatically reconfigures for failures without the pilot having to use
these switches.
® Navigation (nav) Source Switch
Off - Normal position (CDU not visible, switch out):
• With the FMC selector in AUTO, the active FMC provides the
information to generate the ND map
• If both FMCs fail, the CDU provides navigation data.
CDU - Non-normal position (CDU visible, switch in). The selected
CDU generates the ND map. Normally, the sources are:
• Left ND map - Left CDU
• Right ND map - Right CDU.
© Display Control (dspl ctrl) Source Switch
Off - Normal position (altn not visible, switch out):
• Automatically selects display processing channels for the left
outboard and inboard, or right outboard and inboard display pairs
• Reconfigures display processing channels as required for display
unit or processing channel failures.
altn - Non-normal position (altn visible, switch in). An alternate
display processing channel is selected to replace the current display
processing channel.
FLT INSTM DSP
111
Flight Manual
Continental
Sec. 6.10 Page 73
Rev. 11/01/01 #7
(D Air Data / Attitude (air data/att) Source Switch
Off - Normal position (altn not visible, switch out):
• The ADIRU provides air data and attitude information to the PFD
and ND
• Alternate sources or the SAARU are automatically selected to
replace ADIRU air data or attitude, as required.
altn - Non-normal position (altn visible, switch in). The PFD and ND
alternate air data/attitude source is selected as follows:
• Air data (Captain): SAARU single channel
• Air data (First Officer): ADIRU single channel
• Attitude (Captain and First Officer): SAARU.
® Center Display Control (dspl ctrl) Source Switch
Same as the display control source switches for the left and right inboard
and outboard display units, except this switch controls the upper center
and lower center display units.
FLT INSTM DSP
Sec. 6.10 Page 74
Rev. 11/01/01 #7
Continental
111
Flight Manual
PRIMARY FLIGHT DISPLAY (PFD)
PFD Indications
7771566
Flight Mode Annunciations
® Flight Mode Annunciations
® Airspeed/Mach Indications
Displays Air Data Inertial Reference System (ADIRS) airspeed
information and other airspeed related information.
® Attitude, Steering, and Miscellaneous Indications
Displays ADIRS attitude information.
© Autopilot, Flight Director System Status
Refer to Section 6.4, Automatic Flight.
(§) Altitude Indications
Displays ADIRS altitude and other altitude-related information.
FLT INSTM DSP
777 Sec. 6.10 Page 75
Flight Manual Continental Rev, li/oi/oi #7
© Vertical Speed Indication
Displays ADIRS vertical speed and other vertical speed information.
® Heading and Track Indications
Displays current ADIRS heading, track and other heading information.
FLT INSTM DSP
Sec. 6.10 Page 76 777
Rev. 11/01/01 #7 Continental Flight Manual
PFD Airspeed Indications
0 ^250
200-
0 ►.595
7771502
Selected Speed
Displays the airspeed/Mach selected in the mode control panel MCP
IAS/MACH window (refer to Section 6.4, Automatic Flight).
Displays the FMC-computed airspeed/Mach when the MCP IAS/MACH
window is blank.
Speed Trend Vector
Indicates predicted airspeed in ten seconds based on current acceleration
or deceleration.
Current Airspeed
Indicates current ADIRS airspeed.
The box around the current airspeed indication turns amber when
airspeed is below minimum maneuvering speed.
Current Mach
Displays current ADIRS Mach.
®
®
®
®
FLT INSTM DSP
111
Flight Manual
Continental
Sec. 6.10 Page 77
Rev. 11/01/01 #7
Maximum Speed
Indicates maximum permissible airspeed as limited by the lowest of the
following:
• V mo /M mo
• Landing gear placard speed, or
• Flap placard speed.
© Maximum Maneuvering Speed
When displayed, indicates maneuver margin to buffet. May be displayed
when operating at high altitude at relatively high gross weights.
® Speed Bug
Points to the airspeed/Mach selected in the MCP IAS/MACH window.
Indicates FMC-computed airspeed when the MCP IAS/MACH window
is blank.
The bug is five knots in height.
When the selected speed is off scale, the bug is parked at the top or
bottom of the tape, with only one half the bug visible.
FLT INSTM DSP
Sec. 6.10 Page 78
Rev. 11/01/01 #7
Continental
111
Flight Manual
PFD Reference Speeds
143
180
160-
140
3"
122
L
r
143
180
16^
120-
15^-
® Takeoff Reference Speeds
Displays the takeoff reference speeds V b V R (displays R if V R is within 4
knots of Vi or V 2 ), and V 2 , selected on the CDU (refer to Section 6.1 1,
Flight Management, Navigation):
• Displayed for takeoff
• NO V SPD is displayed if V speeds are not selected on the CDU
• Vi is displayed at the top of the airspeed indication when selected
and if the value is off the scale
• Vi and V R are removed at lift-off
• V 2 is removed on climb-out:
• When flap retraction begins, or
• After 10 minutes have passed without flap lever movement, or
• After V REF has been selected (for a turn-back).
® Flap Maneuvering Speeds
Indicates flap maneuvering speed for flap retraction or extension.
Not displayed above approximately 20,000 feet altitude.
FLT INSTM DSP
777 Sec. 6.10 Page 79
Flight Manual Continental Rev, li/oi/oi #7
© Landing Reference Speed
Displays the V REF speed as selected on the CDU (refer to Section 6.1 1,
Flight Management, Navigation).
Vref speed is displayed at the bottom of the airspeed indication when the
value is off the scale.
® Minimum Maneuvering Speed
Indicates maneuver speed margin to stick shaker or low speed buffet.
© Minimum Speed
Indicates the airspeed where stick shaker activates.
FLT INSTM DSP
Sec. 6.10 Page 80
Rev. 11/01/01 #7
Continental
111
Flight Manual
PFD Altitude Indications
1550WM-
5100 U
- 4400
7771510 |_ 29.86 IN
5200
600
5000
PI463I
483
I an
4600
-©
-©
-©
-©
FLT INSTM DSP
111
Flight Manual
Continental
Sec. 6.10 Page 81
Rev. 11/01/01 #7
® Selected Altitude Bug
Indicates the altitude set in the MCP altitude window.
When the selected altitude is off scale, the bug is parked at the top or
bottom of the tape, with only one half the bug visible.
® Selected Altitude - Meters
Displayed when MTRS is selected on the EFIS control panel MTRS
switch.
Indicates selected altitude in meters (selected in feet in the MCP altitude
window).
Displays in 10 meter increments.
® Selected Altitude
Displays the altitude set in the MCP altitude window.
The selected altitude box is highlighted in white between 900 feet and
200 feet prior to reaching the selected altitude.
® Current Altitude - Meters
Displayed when MTRS is selected on the EFIS control panel MTRS
switch.
Displays altitude in meters.
© Current Altitude
Indicates current ADIRS altitude.
FLT INSTM DSP
Sec. 6.10 Page 82
Rev. 11/01/01 #7
Continental
111
Flight Manual
PFD Barometric Indications
d>
L 29.86 IN QFE
600
(?) — ► L STD
X^r- 29 86 IN QFE-*-
® Barometric Setting
Indicates the barometric setting selected on the EFIS control panel
barometric selector.
STD is displayed when STD is selected on the EFIS control panel
barometric STD switch.
The display is boxed and changes to amber if a barometric setting is set
and altitude climbs above the transition altitude, or if STD is set and
altitude descends below the transition flight level.
® Barometric Reference
Indicates the barometric setting units selected on the EFIS control panel
barometric reference selector:
• IN is inches of mercury
• HPA is Hectopascals.
FLT INSTM DSP
111
Flight Manual
Continental
Sec. 6.10 Page 83
Rev. 11/01/01 #7
® QFE Altitude Reference
Indicates QFE altitude reference selected on the CDU APPROACH REF
page.
When selected, QFE is boxed for 10 seconds.
The altitude tape is shaded green during QFE operation.
When QNH is selected, the green shading is removed; QNH is displayed
for 10 seconds, then blanks.
® Autopilot/Flight Director Barometric Source
L or R indicates that the left or right EFIS control panel is the barometric
setting reference for the autopilot or flight director (the same indication is
displayed on both PFDs).
Displayed when a flight director switch is ON or the autopilot is engaged.
• F/D - One turned on and one not on determines L or R
• F/D - Both on - L is displayed
• A/P - First one pushed on determines L or R.
® Preselected Barometric Setting
A barometric setting can be preselected when STD is displayed.
The preset barometric setting is selected on the EFIS control panel
barometric selector and is displayed below STD.
6) QFE
When STD is selected, a small QFE appears when QFE is selected.
FLT INSTM DSP
Sec. 6.10 Page 84 777
Rev. 11/01/01 #7 Continental Flight Manual
PFD Vertical Speed Indications
0 ^500
7771513
® Vertical Speed Pointer
Indicates current vertical speed.
® Selected Vertical Speed Bug
Indicates the speed selected in the MCP vertical speed window with the
v/s pitch mode engaged.
© Vertical Speed
Displays vertical speed when greater than 400 feet per minute.
The display is located above the vertical speed indication when climbing
and below when descending.
FLT INSTM DSP
777 Sec. 6.10 Page 85
Flight Manual Continental Rev, li/oi/oi #7
PFD Attitude Indications
® Bank Pointer
Indicates ADIRS bank in reference to the bank scale.
Fills and turns amber if bank angle is 35 degrees or more.
® Slip/Skid Indication
Displaces beneath the bank pointer to indicate slip or skid.
Fills white at full scale deflection.
Turns amber if bank angle is 35 degrees or more; fills amber if the
slip/skid indication is also at full deflection.
® Pitch Limit Indication
Indicates pitch limit (stick shaker activation point for the existing flight
conditions).
Displayed when the flaps are not up, or at slow speeds with the flaps up.
® Horizon Line and Pitch Scale
Indicates the ADIRS horizon relative to the airplane symbol.
Pitch scale is in 2.5 degree increments.
© Bank Scale
Fixed reference for the bank pointer.
Scale marks are at 0, 10, 20, 30, 45, and 60 degrees.
© Airplane Symbol
Indicates airplane attitude with reference to the ADIRS horizon.
FLT INSTM DSP
Sec. 6.10 Page 86
Rev. 11/01/01 #7
Continental
111
Flight Manual
PFD Steering Indications
Note : Refer to Section 6.15, Warnings, for TCAS Steering Indications and
Time Critical Warnings.
-©
® Flight Director Pitch and Roll Bars
Indicates flight director pitch and roll steering commands.
Refer to Section 6.4, Automatic Flight.
® Flight Path Vector (FPV)
Displays flight path angle and drift angle if:
• FPV is selected on the EFIS control panel, or
• FPA (flight path angle) is selected on the MCP.
Flight path angle is displayed relative to the horizon line.
Drift angle is represented by the perpendicular distance from the
centerline of the pitch scale to the FPV symbol.
® Selected Flight Path Angle (FPA)
Indicates the selected flight path angle when FPA is selected on the
MCP.
Ill
Flight Manual
Continental
PFD Radio Altitude Indications
FLT INSTM DSP
Sec. 6.10 Page 87
Rev. 11/01/01 #7
vi) Radio Altitude
Displays radio altitude below 2500 feet AGL.
The display box is highlighted in white for 10 seconds when passing
below 2500 feet.
Turns amber when below radio altitude minimums.
FLT INSTM DSP
Sec. 6.10 Page 88
Rev. 11/01/02 #9
Continental
111
Flight Manual
PFD Instrument Landing System Indications
BFI/130"
DME 3.4
\ * 1 ' ' ' /
10-
-10
® Approach Reference
Displays the selected ILS identifier or frequency, approach front course,
and ILS DME distance.
If the tuned ILS frequencies disagree, the frequency turns amber with an
amber horizontal line through it.
If the approach courses in the ILS receivers disagree, the course turns
amber with an amber horizontal line through it.
® Localizer Pointer and Scale
The localizer pointer:
• Indicates localizer position relative to the airplane
• Is in view when the localizer signal is received
• Fills in solid when within 2 1/2 dots from the center.
The scale is in view after the frequency is tuned.
At low radio altitudes, with the autopilot or flight director engaged, the
scale turns amber and the pointer flashes to indicate excessive localizer
deviation.
At low altitudes, with LNAV engaged and LOC armed, the localizer scale
turns amber and the pointer flashes if the localizer is not captured.
FLT INSTM DSP
111
Flight Manual
Continental
Sec. 6.10 Page 89
Rev. 11/01/01 #7
© Marker Beacon Indication
The marker beacon indication appears flashing when over one of the
marker beacon transmitters:
• IM - An airway or inner marker beacon
• MM - A middle marker beacon
• OM - An outer marker beacon.
The indication flashes in cadence with the beacon identifier.
© Glideslope Pointer and Scale
The glideslope pointer:
• Indicates glideslope position relative to the airplane, and:
• Is in view when the glideslope signal is received
• Fills in solid when within 2 1/2 dots from the scale center.
The scale is in view after the frequency is tuned.
At low radio altitudes, with the autopilot or flight director engaged, the
scale turns amber and the pointer flashes to indicate excessive glideslope
deviation.
FLT INSTM DSP
Sec. 6.10 Page 90
Rev. 11/01/01 #7
Continental
PFD Landing Altitude/Minimums Indications
111
Flight Manual
BARO Minimums Pointer
When BARO minimums are displayed, the number is also represented as
a pointer and line on the altitude scale.
Turns steady amber when the airplane descends below baro minimums.
® Landing Altitude Indication
The crosshatched area indicates the FMC landing altitude for the
destination runway or airport.
Indicates the landing altitude for the departure runway or airport until
400 NM or one-half the distance to the destination, whichever occurs
first.
© Minimums Reference
Displays BARO when the EFIS control panel MINS reference selector is
set to BARO.
Displays RADIO when the EFIS control panel MINS reference selector
is set to RADIO (no corresponding pointer or line on the altitude scale).
Turns amber and flashes for 3 seconds when the airplane descends below
selected minimum altitude.
FLT INSTM DSP
111
Flight Manual
Continental
Sec. 6.10 Page 91
Rev. 11/01/01 #7
© Minimums
Displays the approach minimums altitude set using the EFIS control
panel MINS selector:
• BARO minimums are feet MSL
• RADIO minimums are radio altitude feet AGL.
Turns amber and flashes for 3 seconds when the airplane descends below
selected minimum altitude.
® Landing Altitude Reference Bar
Indicates the height above touchdown.
White bar - 500 to 1000 feet above landing altitude.
Amber bar - 0 to 500 feet above landing altitude.
FLT INSTM DSP
Sec. 6.10 Page 92 777
Rev. 11/01/01 #7 Continental Flight Manual
PFD Expanded Localizer Indications
0-
® Expanded Localizer Scale
Displays when the autopilot or flight director is in loc mode and the
airplane is close to the runway center line. Provides a more sensitive
display.
A rectangle equals 1/2 dot deviation.
PFD Rising Runway Indications
0"
10-
-10
o
7771509
| o o
7771509
Rising Runway
Displayed below 2500 feet radio altitude when the localizer pointer is in
view for both front and back courses.
Moves toward the airplane symbol below 200 feet radio altitude.
The stem of the rising runway symbol flashes when localizer deviations
cause the diamond to flash.
FLT INSTM DSP
777 Sec. 6.10 Page 93
Flight Manual Continental Rev, li/oi/oi #7
PFD Heading/Track Indications
Note : The selected track bug and selected heading bug are not displayed at
the same time.
® Current Heading Pointer
Indicates current heading.
® Selected Track Bug (MCP Selection)
The selected track bug is displayed on the inside of the compass rose.
If selected track exceeds display range, the bug parks on the side of the
compass rose in the direction of the shorter turn to the track.
© Track Line
Indicates the current track.
© Selected Heading/Track (MCP Selection)
Digital display of the selected heading or track bug.
® Selected Heading/Track Reference (MCP Selection)
When HDG (heading) is selected, an H is displayed.
When TRK (track) is selected, a T is displayed.
© Selected Heading Bug (MCP Selection)
The selected heading bug is displayed on the outside of the compass
rose.
If selected heading exceeds display range, the bug parks on the side of
the compass rose in the direction of the shorter turn to the heading.
® Heading/Track Reference
Displays the automatic or manually selected heading/track reference:
• MAG (magnetic north)
• TRU (true north).
FLT INSTM DSP
Sec. 6.10 Page 94 777
Rev. 11/01/01 #7 Continental Flight Manual
PFD Failure Flags
Distance
77715112
Note : PFD failure flags replace the appropriate display to indicate source
system failure, or lack of computed information.
FLT INSTM DSP
777 Sec. 6.10 Page 95
Flight Manual Continental Rev, li/oi/oi #7
NAVIGATION DISPLAY (ND)
Note : Refer to the Navigation Display part of this section for a detailed
explanation of the ND symbology shown on the following pages.
ND Map Mode
Expanded Map Mode
7771515
ND
FLT INSTM DSP
Sec. 6.10 Page 96
Rev. 11/01/01 #7
Continental
111
Flight Manual
Centered Map Mode
-Wind Direction/Speed
Groundspeed
-True Airspeed
-Wind Arrow
Selected Heading
Bug and Line
Active Waypoint
Active Waypoint ETA
-Active Waypoint
Distance-to-Go
Right VOR/ADF
Pointer Head
Left VOR/ADF
Pointer Tail
-VOR/ADF Selection
_ VOR/ADF Ident or
Frequency
VOR DME
Right VOR/ADF Pointer Tail
ND Grid Heading Display
Grid Heading
(displays above
70° latitude
7771517
FLT INSTM DSP
777 Sec. 6.10 Page 97
Flight Manual Continental Rev, li/oi/oi #7
ND VOR Mode
Expanded VOR Mode / Reference VOR Receiver
FLT INSTM DSP
Sec. 6.10 Page 98
Rev. 11/01/01 #7
Continental
111
Flight Manual
ND Approach Mode
Expanded Approach Mode
Centered
Approach Mode
160
080°/12
' / W/,|,l' Vv
Reference ILS Receiver
Reference ILS
Frequency or Ident
■ Reference ILS Course
■Reference ILS DME
Glide Slope
Pointer and Scale
Localizer Deviation
Indication and Scale
-Track Line
7771520
Ill
Flight Manual
Continental
FLT INSTM DSP
Sec. 6.10 Page 99
Rev. 11/01/01 #7
ND Plan Mode
Groundspeed,
True Airspeed and
Wind Indications
GS338 TAS351 N | -
350'/ 15
KGEG
W
True North
Up Arrow
Active Waypoint
Information
■Center Waypoint
-Alternate Airport
-Airplane Symbol
7771522
ND
Range Circle
FLT INSTM DSP
Sec. 6.10 Page 100
Rev. 11/01/01 #7
Continental
111
Flight Manual
ND Weather Radar System Display Indications
■+ Weather Radar Returns
Weather Radar System Indications
VOR L
114.00
WE121
ND
GS338 tas 326 TRK M4Q| MAG
336715 ^7
/
GRH
0835.52
23.5 NM
7771519
® TCAS/Weather Radar Range Arcs
Three range arcs in place of the range scale tics on map when TCAS or
weather radar is selected.
Ill
Flight Manual
ND Failure Messages
Continental
FLT INSTM DSP
Sec. 6.10 Page 101
Rev. 11/01/01 #7
EXCESS DATA
MAP RANGE DISAGREE
WXR RANGE DISAGREE
MAPA/VXR RANGE DISAGREE
ND
Excess Data
The amount of map information sent to the primary display system is too
great to display.
MAP/WXR Range Disagree
The selected range and range of display information disagree.
Map information is removed.
FLT INSTM DSP
Sec. 6.10 Page 102
Rev. 11/01/01 #7
Continental
111
Flight Manual
ND Failure Flags
Dashes replace numbers if there is no computed information. Failure flags
replace symbols or failure messages are displayed, as appropriate. Flag
location varies, depending on the nd mode selected.
-Weather Radar (MAP, VOR,
APP modes)
ADFL
VORL
RT [~MAP
J CONT
ATT
WEAK
VORL
VORR
LOC I
Track Flag (MAP modes)
Heading Flag (VOR and APP modes)
ME Flag (VOR and APP
modes)
-Map Flag (Map modes)
-Vertical Track (MAP mode)
ILS Glide Slope Flag (APP
ADFR
VORR
DMEL
2
£
IDMER
I — ILO Oil'
mode)
ND
-VORorADF Flag (MAP,
VOR, APP modes)
-DME Flag (MAP, VOR,
APP modes)
VOR (VOR modes), ILS Localizer (APP modes)
FLT INSTM DSP
777 Sec. 6.10 Page 103
Flight Manual Continental Rev, li/oi/oi #7
INTENTIONALLY LEFT BLANK
FLT INSTM DSP
Sec. 6.10 Page 104
Rev. 11/01/01 #7
Continental
111
Flight Manual
ELECTRONIC CHECKLIST DISPLAYS
Normal Checklist
©-
®-
©-
NORI
► PREFLIGHT -<
OXYGEN..
..SET
I PASSENGER SIGNS SEfffi
FLIGHT INSTRUMENTS SET
y/ AUTOBRAKE RTO
^/ PARKING BRAKE SET
y FUEL CONTROL SWITCHES CUTOFF
"A" Left c
MFD
Right cursor
<Z>
FLT INSTM DSP
777 Sec. 6.10 Page 105
Flight Manual Continental Rev, li/oi/oi #7
® Cursor and Selection Box
Highlights cursor selection area.
® Open Loop Indicator
Indicates line item is an open loop action item. Requires crew
confirmation to become complete.
® Complete Indicator
Indicates line item is complete.
® Normal Checklist (normal) Key
Select -
• Displays next incomplete normal checklist
• Displays normal checklists menu page when all normal checklists are
complete.
Displayed (white) - Incomplete normal checklist has not been displayed.
Displayed (amber) - Incomplete normal checklist has been displayed but
is not currently displayed.
(§) Line Item Override (item ovrd) Key
Select - Overrides action item in current line item box. Item is displayed
cyan.
® Checklist Line Item
Displayed (white) -
• When action is required, line item is incomplete
• When action is not required, line item remains white and is
complete.
Displayed (green) - Line item is complete.
Displayed (cyan) - Line item is inactive or overridden.
® Current Line Item Box
Highlights current incomplete line item.
® Checklist Reset (chkl reset) Key
Select - resets displayed checklist. All open loop line items become
incomplete and current line item box, cursor selection box, and cursor
move to first incomplete line item.
FLT INSTM DSP
Sec. 6.10 Page 106
Rev. 11/01/01 #7
Non-Normal Checklist
Continental
111
Flight Manual
AL MENU
RESETS
NON-NORMAL MENU
HYD PRESS SYSC
Center hydraulic system pressure is low.
y C1 OR C2 DEMAND PUMP SELECTOR ON
J If HYD PRESS SYS C message remains
displayed:
y
y
C2 PRIMARY PUMP SWITCH OFF
C1 AND C2 DEMAND PUMP
SELECTORS
OFF
E
y
GROUND PROXIMITY FLAP OVERRIDE
SWITCH OVRD
NOTE: Inoperative items:
- main landing gear hydraulic
operation
- main gear steering.
CONTINUED
CHKL
CHKL NON-
RESET NORMAL
l«-0
777,5,03 MFD
Previous Page Key
Select - Displays previous checklist page.
Displayed (gray) - Previous page is available.
Displayed (cyan) - Key is inactive. First page of checklist is displayed.
® Checklist Page Key
Select - Displays checklist page corresponding to page number on key.
Displayed (white) - Checklist page corresponding to page number on key
is currently displayed.
Displayed (gray) - Checklist page corresponding to page number on key
is not currently displayed.
® Checklist Page Number
Displayed (white) - Checklist page is incomplete.
Displayed (green) - Checklist page is complete.
FLT INSTM DSP
111
Flight Manual
Continental
Sec. 6.10 Page 107
Rev. 11/01/01 #7
®
Next Page Key
Select - Displays next checklist page.
Displayed (gray) - Next page is available.
Displayed (cyan) - Key is inactive. Last page of checklist is displayed.
© Non-Normal Checklist (non-normal) Key
Displayed when additional incomplete non-normal checklists exist.
Select -
• Displays next incomplete non-normal checklist when one incomplete
non-normal checklist exists
• Displays non-normal checklist queue when more than one
incomplete non-normal checklist exists.
Displayed (white) - Incomplete non-normal checklist has not been
displayed.
Displayed (amber) - Incomplete non-normal checklist has been displayed
but is not currently displayed.
FLT INSTM DSP
Sec. 6.10 Page 108
Rev. 11/01/01 #7
Continental
111
Flight Manual
Checklists Menu Page
0-1
NORMAL MENU
NON-NORMAL MENU
UNANNUNCIATED
CHECKLISTS
ENGINE ...
DITCHING PREPARATION
FUEL JETTISON
FUEL LEAK
GEAR LEVER LOCKED DN
SMOKE OR FIRE ELEC
SMOKE REMOVAL
VOLCANIC ASH
WINDOW
ARCING/CRACK L
(3) . J OVERWEIGmj}fcANDING~
PASSENGER EVACUATION
REJECTED TAKEOFF
EXIT
MENU '
®
MFD
NORMAL MENU Key
Select - Displays normal checklists menu page. Page contains checklist
keys corresponding to the normal checklists.
Menu Key
Indicated by three dots following menu title.
Select - Displays checklists menu page corresponding to title on key.
Checklist Key
Select - Displays checklist corresponding to title on key.
NON-NORMAL MENU Key
Select - Displays non-normal checklists menu page. Page contains menu
keys corresponding to airplane systems.
exit menu Key
Select - Exits page for access to the normal and non-normal checklist
keys.
Ill
Flight Manual
Continental
Non-Normal Checklist Queue
FLT INSTM DSP
Sec. 6.10 Page 109
Rev. 11/01/01 #7
NON-NORMAL CHECKLISTS
HYD PRESS SYS C Hr
AUTOSPEEDBRAKE
NORMAL
NON-
NORMAL
MFD
77715102
® Checklist Key
Select - displays checklist corresponding to title.
FLT INSTM DSP
Sec. 6.10 Page 110 777
Rev. 11/01/01 #7 Continental Flight Manual
Resets Menu Page
&
2
RESETS
AIRLINE DATABASE
3161-BFT-000-03
EFFECTIVE DATE
BOEING DATABASE
3160-BFT-000-02
RESET NORMAL
RESET NON-NORMAL
77715110
MFD
MENU"-®
FLT INSTM DSP
777 Sec. 6.10 Page 111
Flight Manual Continental Rev, li/oi/oi #7
® Resets Menu (resets) Key
Select - Displays checklist resets page.
® Reset Key
Select - Resets checklists corresponding to title on key. All affected
checklists become incomplete.
® exit menu Key
Select - Exits page for access to the normal and non-normal checklist
keys.
FLT INSTM DSP
Sec. 6.10 Page 112
Rev. 11/01/01 #7
Continental
111
Flight Manual
Conditional Line Items
RESETS
DET FIRE APU
APU fire detectors are inoperative.
►If APU not running:
NOTE: Do not start the APU unless use
is required.
'If APU is running:
Plan to shut down the APU as soon as
practical.
FLAPS DRIVE
lap position between 1 and 5 or at 5:
YES NO
NOTE: Use current flaps and
VREF30 + 40 for landing.
: lap position between 5 and 20:
YES NO
NOTE: Use current flaps and
VREF 30 + 20 for landing.
NORMAL
CONTINUED
NOTES
CHKL
OVRD
CHKL
RESET
77715106
MFD
FLT INSTM DSP
111
Flight Manual
Continental
Sec. 6.10 Page 113
Rev. 11/01/01 #7
® Closed Loop Conditional Line Items
Displayed (cyan) - Conditional line item is sensed false. All subsequent
line items associated with the conditional line item become inactive and
are displayed cyan. Current line item box, cursor selection box, and
cursor skip inactive items and move to next incomplete line item.
Displayed (green) - Conditional line item is sensed true. Current line
item box, cursor selection box, and cursor move to next incomplete line
item.
® Open Loop Conditional Line Items
Displayed (cyan) - Conditional line item is selected NO. All subsequent
line items associated with the conditional line item become inactive and
are displayed cyan. Current line item box, cursor selection box, and
cursor skip inactive items and move to next incomplete line item.
Displayed (green) - Conditional line item is selected YES. Current line
item box, cursor selection box, and cursor move to next incomplete line
item.
FLT INSTM DSP
Sec. 6.10 Page 114
Rev. 11/01/01 #7
Continental
111
Flight Manual
Operational Notes
► FLAPS PRIMARY FAIL A
Flaps are operating in secondary mode.
GROUND PROXIMITY FLAP OVERRIDE
SWITCH OVRD
IOTE: Plan additional time for slower
flap operation.
IOTE: Use flaps 20 and VREF20 for
landing.
I NORMAL |
(CHECKLIST COMPLETEfr-
NOTES ^HKL CHKL
-©
©-
► OPERATIONAL NOTES 4
SPOILERS
NOTE: Roll rate may be reduced in
flight. Speedbrake effectiveness may be
reduced in flight and during landing.
-►FLAPS PRIMARY FAIL
NOTE: Plan additional time for slower
flap operation.
'NOTE: Use flaps 20 and VREF20 for
landing.
MFD
77715105
FLT INSTM DSP
111
Flight Manual
Continental
Sec. 6.10 Page 115
Rev. 11/01/01 #7
®
Operational Notes
Shown in non-normal checklist.
Operational Notes (notes) Key
Select - Displays operational notes page.
© Checklist Reference
References non-normal checklist from which operational notes
originated.
© Operational Notes
Shown on operational notes page.
(§) checklist complete Indicator
Displayed when all line items are either complete, inactive, or
overridden, and all pages have been displayed.
FLT INSTM DSP
Sec. 6.10 Page 116
Rev. 11/01/01 #7
Continental
111
Flight Manual
Deferred Line Items
U RESETS NO
FLAP/SLAT CONTROL
NOTE: Use flaps 20 and VREF20 for
landing.
—DEFERRED ITEMS-
-> ==> APPROACH CHECKLIST
^ALTERNATE FLAPS ARM SWITCH ALTN
-ALTERNATE FLAPS SELECTOR EXT
Monitor airspeed during extension.
2
NORMAL MENU RESETS NON-NORMAL MENU
APPROACH
RECALL AND NOTES CHECKED
J AUTOBRAKE _
LANDING DATA SET
ALTIMETERS SET
-►FLAP/SLAT CONTROL
LTERNATE FLAPS ARM SWITCH ALTN
LTERNATE FLAPS SELECTOR EXT
Monitor airspeed during extension.
77715107
MFD
FLT INSTM DSP
111
Flight Manual
Continental
Sec. 6.10 Page 117
Rev. 11/01/01 #7
® Deferred Line Items Separator
Separates deferred line items from non-normal checklist line items. All
line items below separator are deferred.
® Checklist Reference
References normal checklist to which deferred line items are targeted.
(D Deferred Line Items
Shown in non-normal checklist.
© CHECKLIST COMPLETE EXCEPT DEFERRED ITEMS Indicator
Displayed when all line items except deferred line items are either
complete, inactive, or overridden, and all pages before the deferred line
items separator have been displayed.
® Checklist Reference
References non-normal checklist from which deferred line items
originated.
@ Deferred Line Items
Shown in normal checklist.
FLT INSTM DSP
Sec. 6.10 Page 118
Rev. 11/01/01 #7
Continental
111
Flight Manual
Checklist Timer
NORMAL MENU RESETS NON-NO
RMAL M ENU
PACK R
04:23
Right pack is shut down.
|={j= |Wait 5 minutes.
AIR CONDITIONING RESET SWITCH
Push and hold for 1 second.
PUS I-
Wait 2 minutes.
3«-0
®
77715104 IVflI-r>
MFD
Timer
Displays time remaining of time delay associated with line item in
current line item box. If line item is complete, current line item box
remains until timer expires.
Ill
Flight Manual
Continental
Checklist Override / Inhibited Checklist
FLT INSTM DSP
Sec. 6.10 Page 119
Rev. 11/01/02 #9
NORMAL MENU RESETS NON-NORMAL MENU
HYD OVERHEAT PRI L
Left primary pump temperature is high.
LEFT PRIMARY PUMP SWITCH OFF
NOTE: Left thrust reverser may be
inoperative.
-^-Inhibited checklist:
HYD PRESS PRI L
■ CHECKLIST OVERRIDDEN
\irj{jBlA
CHKL
OVRD
CHKL
RESET
77715108 MFD
® checklist overridden Indicator
Displays when checklist is overridden. All line items are displayed cyan.
® Checklist Override (chkl ovrd) Key
Select - Overrides displayed checklist.
® Inhibited Checklist(s) Line Item
Lists consequential checklists which are inhibited or removed from the
checklist queue and whose corresponding checklist icons are inhibited or
removed from display.
FLT INSTM DSP
Sec. 6.10 Page 120 7 77
Rev. 11/01/01 #7 Continental Flight Manual
STANDBY FLIGHT INSTRUMENTS / CLOCK
The standby flight instruments include the:
• Standby magnetic compass • Standby airspeed indicator
• Standby attitude indicator • Standby altimeter.
The standby attitude, airspeed, and altimeter indicators are small flat panel
liquid crystal display units.
Standby Magnetic Compass
CENTER POST ABOVE GLARESHIELD
7771534
® Standby Magnetic Compass
Displays magnetic heading.
® Standby Magnetic Compass Correction Card
Provides appropriate heading corrections.
FLT INSTM DSP
777 Sec. 6.10 Page 121
Flight Manual Continental Rev, li/oi/oi #7
Standby Attitude Indicator
CENTER FORWARD PANEL
77T1535
The standby attitude indicator displays SAARU attitude.
® Bank Pointer
Indicates airplane bank.
@) Airplane Symbol
Indicates airplane attitude with reference to the SAARU horizon.
® Bank Scale
Fixed reference for the bank pointer.
Scale marks are at 0, 10, 20, 30, 45, and 60 degrees.
® Horizon Line and Pitch Scale
Indicates the SAARU horizon relative to the airplane symbol.
Pitch scale is in 2.5 degree increments.
FLT INSTM DSP
Sec. 6.10 Page 122
Rev. 11/01/01 #7
Continental
111
Flight Manual
Standby Airspeed Indicator
The standby airspeed indicator displays airspeed from a dedicated pitot and
static air data module. The indicator does not use ADIRU or SAARU
information.
©-
►30
^400 30 80 ' <
^350,
-300
; 250
240
f 200 18 °
CENTER FORWARD PANEL
® Selected Speed-Displays the speed selected with the bug selector and
indicated by the standby airspeed bug.
(3)
Current Standby Airspeed - Displays current airspeed.
Standby Airspeed Bug Selector
Rotate (outer) - Adjusts the standby airspeed bug.
Push (inner) - Turns the standby airspeed display bug off and on.
Standby Airspeed Bug
Points to the speed selected with the bug selector.
Current Standby Airspeed Pointer
Indicates current airspeed.
FLT INSTM DSP
111
Flight Manual
Continental
Sec. 6.10 Page 123
Rev. 11/01/01 #7
Standby Altimeter
®
CENTER FORWARD PANEL
7771537
The standby altimeter displays barometric altitude from a dedicated air data
module.
Indicates the selected barometric reference in inches (IN) and
Hectopascals (HP A).
® Standby Barometric Selector
Rotate (outer) - Adjusts the altimeter barometric reference.
Push (inner) - Switches between standard and the last selected barometric
reference.
© Altitude Pointer
Indicates barometric altitude in hundreds of feet.
One full rotation of the pointer is 1000 feet.
® Current Altitude
Indicates barometric altitude.
®
Barometric Reference
FLT INSTM DSP
Sec. 6.10 Page 124
Rev. 11/01/01 #7
Continental
111
Flight Manual
Clock
FORWARD PANELS
77X1638
® Chronograph (chr or clock) Switch
Push - Subsequent pushing starts, stops, resets the chronograph.
® Chronograph Pointer
Indicates chronograph seconds.
® Elapsed Time (et) Selector
Controls the elapsed time function.
reset - Blanks et display (spring loaded to hld).
hld (hold) - Stops the elapsed time display.
run - Starts the elapsed time display.
® Time/Date Selector
man (Manual) - The clock is manually set to a time and date.
utc - The clock is automatically set to the utc date and time.
Push-
• Alternately displays the day-month, then year in the time/date
window
• Subsequent selection displays only the time in the time/date window.
FLT INSTM DSP
777 Sec. 6.10 Page 125
Flight Manual Continental Rev, li/oi/oi #7
© Time/Date Window
Displays time (hours, minutes) when time is selected on the time/date
selector.
Alternately displays day-month and year when date is selected on the
time/date selector.
© Elapsed Time (ET)/Chronograph (chr) Window
Displays elapsed time (hours, minutes) or chronograph minutes.
The chronograph display replaces the elapsed time display.
Elapsed time continues to run in the background and will be displayed
after the chronograph is reset.
® Clock Set Selector
Sets the time and date when the time/date selector is set to manual.
hd (Hours, Day) -
• Advances hours when time is selected on the time/date selector
• Advances days when date is selected on the time/date selector.
mm (Minutes, Month) -
• Advances minutes when time is selected on the time/date selector
• Advances months when date is selected on the time/date selector.
hldy (Hold, Year) -
• Stops the time indicator and sets the seconds to zero when time is
selected on the time/date selector
• Advances years when date is selected on the time/date selector.
run - Starts the time indicator.
FLT INSTM DSP
Sec. 6.10 Page 126 7 77
Rev. 11/01/01 #7 Continental Flight Manual
INTENTIONALLY LEFT BLANK
FLT INSTM DSP
777 Sec. 6.10 Page 127
Flight Manual Continental Rev, li/oi/oi #7
EICAS MESSAGES
Note : The overspeed warning and the altitude alert caution messages
are covered in Section 6.15, Warnings.
The following EICAS messages can be displayed.
Message
Level
Aural
Condition
ALTN ATTITUDE
Advisory
Both AIR DATA/ATTITUDE source
switches are in the ALTN position.
BARO SET
DISAGREE
Advisory
Captain's and first officer's barometric
settings disagree.
DISPLAY SELECT
PNL
Advisory
Left, center, or right CDU control of the
display select panel is active.
EFIS CONTROL
PNL L, R
Advisory
EFIS control panel is inoperative or
CDU control of the EFIS control panel
is active.
SGL SOURCE AIR
DATA
Advisory
Both PFDs are receiving air data from
the same single channel source.
SGL SOURCE
DISPLAYS
Caution
Beeper
A single source of display information is
being used by some or all display units.
SGL SOURCE RAD
ALT
Advisory
Both PFDs are using the same source for
radio altimeter information.
SINGLE SOURCE
F/D
Advisory
Both PFDs are using the same source for
flight director information.
VMO GEAR DOWN
Memo
V mo value set for dispatch with landing
gear extended.
FLT INSTM DSP
Sec. 6.10 Page 128 7 77
Rev. 11/01/01 #7 Continental Flight Manual
INTENTIONALLY LEFT BLANK
Ill
Flight Manual
Continental
FLT INSTM DSP
Sec. 6.10 LEP-1
Rev. 11/01/02 #9
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Ill
Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 TOC-1
Rev. 05/01/01 #6
FLIGHT MANAGEMENT. NAVIGATION
TABLE OF CONTENTS
NAVIGATION SYSTEM DESCRIPTION
Introduction
Navigation Systems Flight Instrument Displays
Global Positioning System (GPS)
GPS Displays
GPS Data
Control Display Unit (CDU) 2
Function and Execute Keys 4
Alpha/Numeric and Miscellaneous Keys 6
CDU Page Components 7
CDU Page Color 10
FMC Selector 12
Inertial System 12
Air Data Inertial Reference Unit (ADIRU) 12
Radio Navigation Systems 13
Transponder Panel 13
GPS System Schematic 15
Inertial System 16
Air Data Inertial Reference System (ADIRS) 16
Air Data Inertial Reference Unit (ADIRU) 16
Secondary Attitude and Air Data Reference Unit (SAARU) ...17
Air Data and Attitude Sources 19
ADIRS Schematic, Normal Mode 20
ADIRS Schematic, With NAV ADIRU INERTIAL Message ....21
Radio Navigation Systems 22
Automatic Direction Finding (ADF) 22
Distance Measuring Equipment (DME) 22
Instrument Landing System (ILS) 23
Navaid Identifier Decoding 24
VOR 24
Transponder 25
FLIGHT MANAGEMENT SYSTEM DESCRIPTION 27
Introduction 27
Flight Management Computer (FMC) 27
Control Display Units (CDUs) 28
FLT MGT NAV
Sec. 6.11 TOC-2 777
Rev. 05/01/02 #8 Continental Flight Manual
FLIGHT MANAGEMENT SYSTEM OPERATION 29
Introduction 29
FMS Operating Phases 29
Preflight 29
Takeoff 30
Climb 30
Cruise 30
Descent 30
Approach 30
Flight Complete 30
Operational Notes 31
Terminology 32
Maintenance Index 33
Airline Policy 34
Navigation Position 34
FMC Position Update 34
FMC Polar Operations 36
FMC Polar Regions 36
Navigation Performance 37
Lateral Navigation (LNAV) 40
Waypoints 40
ND Map Displays 48
Vertical Navigation (VNAV) 49
Speed/Altitude Constraints 49
Takeoff and Climb 50
MCP Altitude Intervention 52
Cruise 52
Mode Control Panel Speed Intervention 53
Descent 54
Cruise and Descent Profile (Non-Precision Approach) 60
Takeoff and Climb (Engine Out) 62
Climb (Engine Out above EO Max Alt) 64
Cruise (Engine Out Above EO Max Alt) 64
Required Time of Arrival (RTA) 66
Data Entry Rules 66
Altitude Entry 66
Airspeed Entry 67
Data Pairs 67
FLT MGT NAV
777 Sec. 6.11 TOC-3
Flight Manual Continental Rev. 05/01/01 #6
Flight Management Computer 69
FMC Databases 69
Thrust Management 70
Reduced Thrust Takeoff 71
Derated Thrust Climb 71
Fuel Monitoring 72
Loss of FMC Electrical Power 73
FMC Failure 73
Single FMC Failure 73
Dual FMC Failure 73
Air Traffic Control Data Link 74
Company Data Link 75
Data Link 76
Uplinks 78
FMC Data Link Uplinks (Load/Purge) 81
FMC Data Link Uplinks (Load/Exec-Erase) 82
FMC Data Link Uplinks (Automatic) 83
Data Link Management 83
CDU Data Link Status Displays 84
FMC Communications Page 85
FMC Preflight 87
Introduction 87
Preflight Page Sequence 87
Minimum Preflight Sequence 88
Supplementary Pages 89
Preflight Pages - Part 1 90
Identification Page 92
Position Initialization Page 1/3 94
Position Reference Page 2/3 97
Position Reference Page 3/3 100
Route Page 1/X 102
More Route Page Prompts for an Active Route 105
Route Page2/X 107
Departure/Arrival Index Page 110
Departures Page 112
Navigation Radio Page 114
VOR 114
ADF 116
ILS 117
ILS Tuning Mode 119
Preflight Pages - Part 2 120
Performance Initialization Page 120
FLT MGT NAV
Sec. 6.11 TOC-4 777
Rev. 05/01/01 #6 Continental Flight Manual
Thrust Limit Page 124
Takeoff Reference Page 1 127
Preflight Status 132
Takeoff Reference Page 2/2 133
Menu Page 137
FMC Takeoff and Climb 1 39
Introduction 139
Takeoff Phase 139
Climb 140
Altitude Intervention 140
Climb Page 141
RTE X LEGS Page 145
Thrust Limit Page 149
Engine Out Climb 151
EO CLB Page 151
Engine Out Departure 1 53
Air Turnback Arrivals Page 1 54
FMC Cruise 155
Introduction 155
LNAV Modifications 156
RTE LEGS Page Modifications 156
Delete Waypoints 1 58
Waypoint Sequence 1 60
Remove Discontinuities 161
Direct To And Intercept Course To 162
Intercept Course From 166
Select Desired Waypoint Page 168
Airway Intercept 170
Route Offset 173
Cruise Page 174
All Engine Cruise 174
Engine Out Cruise 1 77
Cruise Climb 181
Planned Step Climb 182
Calculated Step Climb 183
Constant Speed Cruise 187
Cruise Descent 188
Descend Now (DES NOW) 189
Navigation Data 190
Fix Information Page 192
FLT MGT NAV
777 Sec. 6.11 TOC-5
Flight Manual Continental Rev. 05/01/01 #6
Route and Waypoint Data 195
Route Data Page 195
Wind Data 197
Wind Page 198
Position Report Page 200
In-Flight Position Update 203
Progress Pages 204
Progress Page 1/3 204
Progress Page 2/3 207
RTA Progress Page 3/3 210
FMC Descent and Approach 213
Introduction 213
Early Descent 213
Descent 213
Descent Page 214
Descent Forecast Page 218
Offpath Descent Page 220
Engine Out Descent 222
Approach 222
Arrivals Page - IFR Approaches 222
Selecting Options 223
Arrivals Page - VFR Approaches 226
VFR Approach Path 228
Approach Reference Page 229
Alternate Airport Diversions 231
Alternate Page 1/2 231
Alternate List Page 2/2 (Not Operational on CAL ACFT) 236
XXXX Alternate Page 238
Holding 242
Hold Page (First Hold) 243
HOLD Page (Existing Hold) 246
FMS Alternate Navigation System Description 247
Introduction 247
Alternate Navigation Waypoints 247
Alternate Lateral Navigation 248
Route Changes 248
Course Reference 248
Alternate Navigation Radio Tuning 248
Alternate Navigation CDU Pages 248
Alternate Navigation Legs Page 249
Alternate Navigation Progress Page 251
Alternate Navigation Radio Page 253
FLT MGT NAV
Sec. 6.11 TOC-6 777
Rev. 05/01/01 #6 Continental Flight Manual
EICAS Messages 255
FMC Messages 256
FMC Alerting Messages 256
FMC Communications Messages 259
FMC Advisory Messages 261
FMC Entry Error Messages 262
CDU Annunciator Lights 263
FLT MGT NAV
111
Flight Manual
Continental
Sec. 6.11 Page 1
Rev. 05/01/01 #6
NAVIGATION SYSTEM DESCRIPTION
INTRODUCTION
Navigation systems include Global Positioning System (GPS), Air Data
Inertial Reference System (ADIRS), VOR, DME, ILS, ADF, ATC
transponder, weather radar, and the Flight Management System (FMS). The
FMS is described in the Flight Management System Description in this
NAVIGATION SYSTEMS FLIGHT INSTRUMENT DISPLAYS
Refer to Section 6.10, Flight Instruments, Displays for flight instrument
display system operations and typical instrument displays.
GLOBAL POSITIONING SYSTEM (GPS)
Left and right GPS receivers are independent and supply very accurate
geographical data to the FMC. All GPS tuning is automatic.
GPS Displays
POS REF 3/3 page shows the left and right GPS position. The ND
annunciates GPS when the FMC uses GPS position updates.
When the pos (position) switch on the EFIS control panel is selected, the ND
map shows the left and right GPS symbols. The GPS symbols are identical
and show as a single symbol when the GPS receivers calculate the same
position.
GPS Data
If the ADIRU becomes inoperative during flight, the EICAS shows the
message nav adiru inertial and the FMC uses only GPS data to navigate.
Use the gps nav prompt on the POS REF page to inhibit GPS navigation data.
The EICAS message gps alerts the crew when data from both GPS systems
are unavailable or when both systems have failed.
section.
FLT MGT NAV
Sec. 6.11 Page 2
Rev. 11/01/02 #9
Continental
111
Flight Manual
Control Display Unit (CDU)
I"™] [legs] [pRQg| [jj5]
0 ® 0 [d] H
®@®
0©©
O®©
716111 FORWARD AISLE STAND PANEL
Control Display Unit (CDU) Display
Shows FMS data pages
Line Select Keys
Push-
• moves data from scratchpad to selected line
• moves data from selected line to scratchpad
• selects page, procedure, or performance mode as applicable
• deletes data from selected line when delete is shown in scratchpad
Ill
Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 3
Rev. 11/01/02 #9
Conventions -
• scratchpad must be blank for line select transfer
• data cannot be transferred to a blank line
• a blank scratchpad can not be transferred to a line
• not all data can be modified
• message displays if inappropriate entries attempted
® Display (dspy) Light
Illuminated (white) -
• when RTE page 3 or greater, RTE LEGS page 2 or greater, RTE
DATA page 2 or greater is shown
• when airplane is not in holding pattern shown on HOLD page
• when modification is in progress, and any RTE, RTE LEGS, RTE
DATA, HOLD, or VNAV page is shown
® Brightness Control
Rotate - controls display brightness
On some aircraft:
Push-
• "+" increases brightness
• "-" decreases brightness
• 24 segment light brightness bar displays in the scratchpad and
remains displayed for 2 seconds after release of the + or - push.
Existing scratchpad information is saved and displays following
fade of the brightness bar.
® Message (msg) Light
Illuminated (white) -
• scratchpad displays message
• pushing clear key extinguishes light and clears message
© Offset (ofst) Light
Illuminated (white) - LNAV gives guidance for lateral route offset
FLT MGT NAV
Sec. 6.11 Page 4
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Function and Execute Keys
r.
|altn I I | *
I F X I | LESS I I H0LD I |comm| | prog I
1— ®
| MENU
NAV 1 |
RAD | |
Iprev
I page
NEXT 1 I
PAGE | |
77716112
CDU
CDU Function Keys
Push-
• INT REF - shows page for data initialization or for reference data
• RTE - shows page to input or change origin, destination, or route
• DEP ARR - shows page to input or change departure and arrival
procedures
• ALTN - shows page to modify destination and route for alternate
diversion
• VNAV - shows page to view or change vertical navigation path data
• FIX - shows page to create reference points on ND map
• LEGS -
• Shows page to evaluate or modify lateral and vertical route data
• Show page to control nd plan mode display
HOLD - shows page to create holding patterns and show holding
pattern data
FMC COMM - shows FMC data link status page
PROG - shows page to view dynamic flight and navigation data,
including waypoint and destination ETAs, fuel remaining, and arrival
estimates
MENU - shows page to choose subsystems controlled by CDU
NAV RAD - shows page to monitor or control navigation radio
tuning
FLT MGT NAV
777 Sec. 6.11 Page 5
Flight Manual Continental Rev. 05/01/01 #6
• PREV PAGE - shows previous page of related pages (for example,
LEGS pages)
• NEXT PAGE - shows next page of related pages
® Execute Light
Illuminated (white) - active data is modified but not executed
@ Execute (exec) Key
Push-
• Makes data modification(s) active
• Extinguishes execute light
FLT MGT NAV
Sec. 6.11 Page 6
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Alpha/Numeric and Miscellaneous Keys
© / x ©
77716113
CDU
Alpha/Numeric Keys
Push-
• Puts selected character in scratchpad
• Slash (/) key - puts "/" in scratchpad
• Plus Minus (+/-) key - first push puts "-" in scratchpad. Subsequent
pushes alternate between "+" and
® Space (sp) Key
Push-
• Puts space in scratchpad
• Puts underscore character "-" in scratchpad when CDU is used as
input device for systems other than FMC
© Delete (del) Key
Push - puts "delete" in scratchpad
® Clear (clr) Key
Push-
• Clears last scratchpad character
• Clears scratchpad message
Push and hold - clears all scratchpad data
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FLT MGT NAV
Sec. 6.11 Page 7
Rev. 05/01/01 #6
CDU Page Components
©-
-E3H
E3
^ EE
(4>
E3
EE]
► RTE 1 1/2-
ORIGIN DEST
tttti nrrn
RUNWAY FLT NO
ROUTE CO ROUTE
<REQUEST
► ROUTE
<REPORT
▼ ROUTE
< PRINT ALTN >
< RTE 2 ACTIVATE >
KBFI -*
EE)
EE!
EE!
HEEH-©
EEI
HEEr-
CDU
Page Title
Subject or name of data shown on page
ACT (active) or MOD (modified shows whether page contains active or
modified data
Boxes
Data input is mandatory
Line Title
Title of data on line below
Line
Shows -
• Prompts
• Selectors
• Data associated with line title.
Large font indicates crew entered or verified data. Small font indicates
FMC computed data.
Page Number
Left number is page number. Right number is total number of related
pages. Page number is blank when only one page exists.
Dashes
Data input is optional. The data is not mandatory.
FLT MGT NAV
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Prompts
Show pages, select modes, and control displays. Caret "<" or ">" is
before or after prompt.
® Scratchpad
Shows messages, aphanumeric entries or line selected data.
FLT MGT NAV
777 Sec. 6.11 Page 9
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Sec. 6.11 Page 10
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Flight Manual
CDU Page Color
QUINT
< ERASE
270/15000
636/FL190
ROUTE DISCONTINUITY
636/FL190
RTE DATA>
Flight plan modification not
yet excecuted (shaded white)
Active airspeed, altitude,
waypoint name (magenta)
:» VOR L -4
113 . 75aBN
NAV RADIO
VOR R
75ABNN BNNA113 . 75
CRS RADIAL CRS
tf-180 300 300
ADF L ADF R
389 .5 389 . 5
ILS
110 . 30 /274a
PRESELECT
1 — VOR data (green)
ADF data (cyan) 1
< INDEX
VOR/DME NAV
OFF<> ON>
Active state (green) ■
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Color is used as follows:
• Black - background color of page
• Cyan -
• ADF frequencies
• inactive RTE page title
• Green -
• navigation radio data
• active state of two-position and three-position selectors
• Magenta - data used by FMC for lateral and vertical flight commands
• active waypoint
• active airspeed
• active altitude
• Shaded white -
• modifications
• mod precedes page titles of modified pages
• White - most data
FLT MGT NAV
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FMC Selector
FMC
AUTO
&
R
RIGHT FOWARD PANEL
77716116
fmc Selector
L - selects left FMC to provide guidance commands
auto - automatically selects other FMC if one FMC fails
R - selects right FMC to provide guidance commands
INERTIAL SYSTEM
Air Data Inertial Reference Unit (ADIRU)
ADIRU
Illuminated (white) - airplane battery powers ADIRU
Note : on bat light illuminates only when ADIRU has been aligned on
airplane or ground power, and primary power is subsequently
removed or failed (battery power only remains).
on - applies power to ADIRU
off - removes power when airspeed is less than 30 knots
OVERHEAD PANEL
77716117
On Battery (on bat) Light
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Sec. 6.11 Page 13
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RADIO NAVIGATION SYSTEMS
Transponder Panel
® Transponder (xpndr) Selector
L or R - selects desired transponder.
® Altitude (alt) source Selector
norm (normal) - selects ADIRU as source of transponder altitude
reporting.
altn (alternate) - selects SAARU as source for transponder altitude
reporting.
@ Transponder Code Selectors
Rotate - Sets transponder code in transponder.
® Transponder Code Window
Shows transponder code.
Shows operating transponder (L or R).
© Transponder Mode Selector
stby (standby) - does not transmit.
alt rptg (altitude reporting) off - transponder operates without altitude
reporting.
xpndr (transponder) - activates transponder with altitude reporting when
airplane is in flight.
ta (traffic advisory) only and ta/ra (resolution advisory) - Refer to
Chapter 6.15, Warnings.
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Identification (ident) Switch
Push - transmits an identification signal
®
Absolute/Relative (abs-rel switch)
This 2- position rotary switch selects a flight level mode of operation.
The two abs/rel switches are located to the left and to the right of the
control panel. The purpose of a dual switch is to independently control
the left and right VSI/TCAS displays.
This 3 -position switch provides control of the altitude range for traffic
advisory. There are two abv-n-blw switches located to the left of the
control panel. Selections of the left switch are intended to control the left
VSI/TCAS display, while the switch on the right side of the control panel
control outputs to the right VSI/TCAS display.
abv - altitude range is set to 7000 ft. above the aircraft, and 2700 ft.
below the aircraft
N - altitude range is set to 2700 ft. above the aircraft, and 2700 ft. below
the aircraft
blw - altitude range is set to 7000 ft. below the aircraft, and 2700 ft.
above the aircraft
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Sec. 6.11 Page 15
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ANTENNA
ANTENNA
GPS RECEIVER
-LEFT
GPS RECEIVER
-RIGHT
Nav Mode
GPS NAV
Prompt
FLT MGT NAV
Sec. 6.11 Page 16
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INERTIAL SYSTEM
Air Data Inertial Reference System (ADIRS)
The ADIRS calculates airplane position, speed, altitude, and attitude data for
the displays, flight management system, flight controls, engine controls, and
other systems. The major components of ADIRS are the air data inertial
reference unit (ADIRU), secondary attitude and air data reference unit
(SAARU), and air data modules.
Air Data Inertial Reference Unit (ADIRU)
The ADIRU supplies primary flight data, inertial reference, and air data. The
ADIRU is fault-tolerant and fully redundant.
ADIRU Power
Initial power-up requires battery bus power and the adiru switch to be on. If
the adiru is switched off, it must complete a full realignment cycle before the
airplane can be moved.
If electrical power is subsequently removed from the airplane and the battery
switch is switched off, the hot battery bus continues to supply electrical
power to the ADIRU. The on bat light illuminates, and the horn in the
landing gear wheel well sounds to alert maintenance personnel the ADIRU is
on battery power.
When the adiru switch is off, the ADIRU remains powered for a few
seconds.
In flight, system logic prevents the ADIRU from becoming unpowered if the
adiru switch is inadvertently switched off.
ADIRU Alignment
On initial power-up, the ADIRU enters the align mode. The EICAS shows
the memo message adiru align mode. Attitude or heading/track data is
removed from the PFDs. Airplane latitude/longitude position must be entered
on the CDU POS INIT page. The airplane should not move until alignment is
If the latitude/longitude position is not close to the position of the origin
airport, the CDU shows the scratchpad message inertial/origin disagree. If
the crew-entered latitude/longitude position does not pass internal ADIRU
comparison tests, the CDU shows the scratchpad message enter inertial
position.
complete.
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If a new airplane present position entry fails the internal check twice, the
CDU shows the scratchpad message alignment reinitiated. The system
automatically starts a new alignment cycle.
In rare cases, a position update of the ADIRU may cause the EICAS to
momentarily show the message nav unable rnp. This occurs if the entered
ADIRU position is far different than the GPS position. The message displays
until the FMC reconciles the difference between the new ADIRU position and
the GPS position.
When the alignment is complete, the ADIRU changes to the navigate mode
and the airplane can be moved. If the airplane stops for an extended period,
the ADIRU changes to the automatic realign mode and refines the alignment
until the airplane moves again.
In the automatic realign mode, ADIRU velocity and acceleration errors are
reset to zero. The inertial position can be manually updated when the ADIRU
is in the automatic realign mode by entering a new latitude/longitude position
on the POS INIT 1/3 page. The ADIRU cannot be realigned in flight.
Note : A complete ADIRU alignment is recommended if the total time in
the navigation mode is expected to exceed 24 hours.
Secondary Attitude and Air Data Reference Unit (SAARU)
The SAARU is a secondary source of critical flight data for displays, flight
control systems, and other systems. If the ADIRU fails, the SAARU
automatically supplies attitude, heading, and air data. SAARU heading must
be manually indexed to the magnetic heading periodically.
If ADIRU inertial data fails, the EICAS caution message nav adiru inertial
displays. The SAARU supplies attitude data to the PFD and three minutes of
backup heading. The heading is based on ADIRU heading prior to failure.
The CDU POS INIT page shows the set hdg prompt three minutes after
ADIRU failure. Use the set hdg prompt to set the SAARU heading to the
magnetic heading. SAARU heading must be periodically updated. SAARU
heading is provided until the airplane decelerates below 100 knots. There are
no other prompts to remind the crew to enter or to update the SAARU
heading.
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The following functions are inoperative after failure of the inertial reference
portion of the ADIRU:
AFDS Modes:
Navigation Functions:
• FMC VNAV pages
• FMC Performance Predictions
• ND Wind Direction and Speed (wind arrow)
PFD Functions:
• Flap Maneuver Speeds
• PFD Heading*
Note : * This function is operative when airplane heading is entered on
the POS INIT page.
Note : If the airplane is in the polar region when the APJDU fails,
SAARU backup heading for three minutes is not provided.
Note : ND map mode display following ADIRU failure references
TRK.
Note : Autobrakes are also inoperative.
The following additional functions are inoperative after failure of the inertial
reference portion of the ADIRU and loss of GPS information:
• ND Map (center and expanded)
• CDU active leg course and distance
• CDU direct-to a waypoint
• FMC Alternate Airport DIVERT NOW
• FMC navigation radio autotuning
FMC navigation data is still available when the ADIRU fails. Restoration of
the SAARU heading allows navigation in the ND vor mode using radio
navigation data.
The SAARU supplies the only source of attitude data to the standby attitude
indicator display.
SAARU power-up is completely automatic at airplane power-up. There are
no SAARU controls.
LNAV
VNAV
TO/GA
LOC
GS
FPA
TRK HOLD / SEL
HDG HOLD / SEL*
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Sec. 6.11 Page 19
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Air Data and Attitude Sources
The ADIRU and SAARU receive air data from the same three sources. The
ADIRU and SAARU validate the air data before it may be used for
navigation.
The three air data sources, or channels, are the left, center, and right pitot tube
and static systems. Air data is valid when two or more sources agree in the
ADIRU, SAARU or both.
When ADIRU air data is invalid and the air data/att switch is in the off
position, valid SAARU air data is used. Refer to Section 6.10, Flight
Instruments, Displays for a description of the air data/att switch.
Single channel operation occurs when the ADIRU and SAARU air data are
invalid. The left PFD shows the ADIRU air data from the left pitot static
system (left channel). The right PFD shows the SAARU air data from the
right pitot static system (right channel). The EICAS shows the message nav
AIR DATA SYS.
The air data modules are remote sensors for the air data functions within the
ADIRU and SAARU. They measure static and pitot pressure. Both the
ADIRU and SAARU receive data from all air data modules. In addition, the
ADIRU and SAARU each receive data from the two angle of attack vanes and
a dual element total air temperature probe.
The standby flight instrument displays receive data from the center pitot and
static ports through standby air data modules. Altitude and airspeed are
independent of ADIRU and SAARU values.
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Sec. 6.11 Page 20
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ADIRS Schematic, Normal Mode
PRIMARY FLIGHT INSTRUMENTS
LEFT RIGHT
ADIRU
I INERTIAL REFERENCE UNIT 1
PITOT AIR DATA MODULES
STATIC AIR DATA MODULES
STANDBY
FLIGHT INSTRUMENTS
77716002
A/S
SAARU
1™ " "
Reference Unit
i
STANDBY PITOT
STANDBY STATIC
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FLT MGT NAV
Sec. 6.11 Page 21
Rev. 05/01/01 #6
ADIRS Schematic, With NAV ADIRU INERTIAL Message
PRIMARY FLIGHT INSTRUMENTS
LEFT RIGHT
(AFDS)
4" A
f 1
PFD
ND
V )
ND
PFD
ALTITUDE
AIRSPEED
>
i
E
AD
1 1
RU
k 1
PITOT AIR DATA MODULES
STATIC AIR DATA MODULES
SAARU
enc
tefe
i
■ Reference Unit 1
, Heading Reference Unit ■
STANDBY
FLIGHT INSTRUMENTS
77716003
ATT |
A/S
f "v
ALT
STANDBY PITOT
STANDBY STATIC
FLT MGT NAV
Sec. 6.11 Page 22
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Flight Manual
RADIO NAVIGATION SYSTEMS
Automatic Direction Finding (ADF)
Two ADF systems are installed. Either ADF can be manually tuned from the
left or right CDU on the NAV RADIO page.
ADF Displays
Left and right ADF bearings are shown on the ND when the related vor/adf
switch is in the adf position. ADF data is cyan.
If both FMCs fail, the left and right ADF radios are tuned on the related left
and right CDU ALTN NAV RADIO page.
Distance Measuring Equipment (DME)
Two DME systems are installed. The DMEs are usually tuned by the FMC,
but may be tuned manually.
DME Tuning
DME is tuned manually when the VOR portion of a VOR/DME pair is
entered on the NAV RADIO page. The FMC tunes DME as necessary for
radio position updates. Manual DME tuning does not inhibit FMC DME
tuning.
The FMC uses two DMEs for position updates. DME/DME position updates
are usually more accurate than VOR/DME updates. The FMC cannot tune
specific DMEs if the navaids are inhibited on the REF NAV DATA page.
After dual FMC failure, the left DME is tuned with the left CDU and the right
DME is tuned with the right CDU. Each DME is tuned to the VOR shown on
the CDU unless the related EFIS control panel nd mode selector is set to app.
In app, the DME is tuned to the ILS.
DME Displays
DME distance is shown on the ND map display when operating in the vor
mode. DME distances are also shown when the nd mode selector is in the
vor or app position, and either or both vor l or vor r switches are selected.
DME distance is also shown on the PFD when the ILS receivers are tuned to a
collocated DME and localizer facility.
POS REF page 2/3 shows the identifiers of the DME stations used for FMC
position updates.
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Instrument Landing System (ILS)
Three ILS receivers are installed. They are usually tuned by the FMC, but can
be tuned manually on the NAV RADIO page.
ILS Tuning
Two conditions must be met for FMC ILS auto tuning to occur; they are:
• An ILS, LOC, back course approach or an ILS/LOC runway must be in
the active route, and
• The airplane must be less than 50 NM from the top of descent, or less
than 150 NM from the landing runway threshold, or the FMC is in
descent mode.
On initial takeoff, ILS auto tuning is inhibited for 10 minutes to prevent
clutter on the PFD. Selection and execution of a new approach in the active
flight plan causes the ILS to auto tune to the new approach frequency, even if
this is accomplished during the 10 minute takeoff inhibit period. ILS auto
tune inhibit does not apply to subsequent takeoffs on the same flight (for
example, touch-and-go or stop-and-go landings).
All three ILS receivers can be manually tuned from the NAV RADIO page at
anytime unless ILS approach tuning inhibit is active.
ILS approach tuning inhibit is active when:
• The autopilot is engaged and either the localizer or glideslope is captured
• The flight director is engaged, and either the localizer or the glideslope is
captured, and the airplane is below 500 feet radio altitude, or
• On the ground, the localizer is alive, airplane heading is within 45° of the
localizer front course, and ground speed is greater than 40 knots.
Attempting to manually enter an ILS frequency or attempting to select and
execute a different ILS approach when ILS approach tuning inhibit is active
shows the CDU scratchpad message ils tune inhibited-mcp.
ILS tuning is again enabled when:
• Either toga switch is pushed
• The autopilot is disengaged and both flight director switches are switched
off, or
• The mcp approach mode is deselected above 1500 feet radio altitude.
FLT MGT NAV
Sec. 6.11 Page 24
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The ILS frequency is automatically re-tuned when ILS tuning is enabled and a
new approach is selected on the CDU.
After dual FMC failure, the left and center ILS receivers are tuned with the
left CDU on the ALTN NAV RADIO page. The right ILS receiver is tuned
with the right CDU on the ALTN NAV RADIO page.
ILS Displays
The tuned ILS frequency is shown on the PFD and on the ND in the approach
mode.
Localizer and glideslope deviation are shown on the PFD. Localizer and
glideslope deviation, and selected course is shown on the ND when that ND is
in the approach mode. Front or back course deviation is determined from
airplane heading.
Navaid Identifier Decoding
The Morse code identifier of a tuned VOR, ILS, DME, or ADF can be
converted to alpha characters. The decoded identifier is then shown on the
PFD and ND. The crew should monitor this identifier for correct navigation
radio reception. The identifier name is not compared with the FMC database.
Due to the large variation in ground station identifier quality, the decode
feature may incorrectly convert the intended identifier name. Examples: the
Hong Kong localizer "KL" may show as "KAI", or the Boeing Field ILS may
show as "QBFI" or "TTTT" instead of "IBFI."
Pilots should verify the identity of the tuned navigation station from the audio
Morse code when the tuned frequency remains shown or an incorrect
identifier is shown.
Two VOR receivers are usually tuned by the FMC but can be tuned manually
by the crew. The tuned VORs are shown on the ND and may be used for
position updates.
VOR
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VOR Tuning
The crew manually tunes VORs on the NAV RADIO page.
The FMC can tune a VOR and a collocated DME for position updates. The
FMC uses VOR/DME radio position updates when more accurate sources are
not available. Specific VOR/DME pairs can be inhibited on the REF NAV
DATA page. If the crew enters two VOR identifiers on the NAV RADIO
page, then the FMC cannot tune any other station for VOR/DME updates.
After dual FMC failure, the VOR radios can be manually tuned on the CDU
ALTN NAV RADIO page. The left VOR is tuned with the left CDU and the
right VOR is tuned with the right CDU.
VOR Displays
The NAV RADIO page shows FMC tuned or manually tuned VOR data.
POS REF page 2/3 shows the identifier of the VOR and DME pair used for
position updates.
The ND shows the identifier or frequency of the VORs tuned on the NAV
RADIO page. The FMC usually tunes the same VOR in the left and the right.
The ND VOR L VOR R data are usually the same.
Left and right VOR bearings are shown on the ND map display when the
related EFIS control panel vor/adf switch is in the vor position. VOR
bearings are also shown when the ND mode selector is in the vor or app
position, and either or both vor l or vor r switches are selected. The VOR
frequency and selected course are shown in the upper right hand corner of the
ND when operating in the vor mode. The ND also shows course deviation
when operating in the vor mode.
Transponder
The transponder panel controls two ATC transponders and the Traffic Alert
And Collision Avoidance System (TCAS). Traffic is shown if the
transponder mode selector is in ta only or ta/ra. In flight, the selected
transponder activates beacon and altitude reporting when the transponder
mode selector is in xpndr, ta only, or ta/ra. The EICAS advisory message
transponder L or transponder R is shown if the selected transponder fails. If
altitude reporting fails, the transponder can be switched to the alternate
altitude source. Refer to Section 6.15, Warning Systems, for a description of
TCAS.
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Sec. 6.11 Page 27
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FLIGHT MANAGEMENT SYSTEM DESCRIPTION
INTRODUCTION
The Flight Management System (FMS) aids the flight crew with navigation,
in-flight performance optimization, automatic fuel monitoring, and flight deck
displays. Automatic flight functions manage the airplane lateral flight path
(LNAV) and vertical flight path (VNAV). The displays include a map for
airplane orientation and command markers on the airspeed, altitude, and thrust
indicators to help in flying efficient profiles.
The flight crew enters the applicable route and flight data into the CDUs. The
FMS then uses the navigation database, airplane position, and supporting
system data to calculate commands for manual and automatic flight path
control.
The FMS tunes the navigation radios and sets courses. The FMS navigation
database supplies the necessary data to fly routes, SIDs, STARs, holding
patterns, and procedure turns. Cruise altitudes and crossing altitude
restrictions are used to calculate VNAV commands. Lateral offsets from the
programmed route can be calculated and commanded.
The basis of the flight management system is the flight management computer
function. Since the term FMC is universally understood, it is used here for
standardization and simplification.
Under normal conditions, one FMC accomplishes the flight management tasks
while the other FMC monitors. The second FMC is ready to replace the first
FMC if system faults occur.
The FMC uses flight crew-entered flight plan data, airplane systems data, and
data from the FMC navigation database to calculate airplane present position
and pitch, roll, and thrust commands necessary to fly an optimum flight
profile. The FMC sends these commands to the autothrottle, autopilot, and
flight director. Map and route data are sent to the NDs. The EFIS control
panels select the necessary data for the ND. The mode control panel selects
the autothrottle, autopilot, and flight director operating modes. Refer to the
following sections for operation of these other systems:
• Section 6.4, Automatic Flight
FLIGHT MANAGEMENT COMPUTER (FMC)
• Section 6.10, Flight Instruments, Displays.
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Sec. 6.11 Page 28
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The FMC is certified for area navigation when used with navigation radio
and/or GPS updating. The FMC and CDU are used for en route and terminal
area navigation, RNAV approaches, and to supplement to primary navigation
means when conducting other types of non-precision approaches.
Control Display Units (CDUs)
Th flight crew controls the FMC using three CDU's. The CDU's give
alternate display, communications control, and navigation capability if there is
a dual FMC failure (refer to the Alternate Navigation section of this chapter).
The center CDU is a backup for the left or right CDU in case of a failure and
automatically takes over functionality of the failed CDU. Only the left and
right CDUs tune navigation radios when alternate navigation is active.
Left and right CDUs provide backup to the left and right EFIS control panels,
while the center CDU provides EFIS control panel backup for a failed left or
right CDU. If the EFIS control panel or the display select panel fails, a
manual selection of the CDU backup mode can be made on the MENU page.
Refer to Section 6.10, Flight Instruments, Displays for a description of
alternate display control. Refer to Section 6.5, Communications, for a
description of communications control.
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FLT MGT NAV
Sec. 6.11 Page 29
Rev. 05/01/02 #8
FLIGHT MANAGEMENT SYSTEM OPERATION
INTRODUCTION
When first powered, the FMS is in the preflight phase. As a phase is
completed, the FMS automatically changes to the next phase in this order:
• Preflight
• Takeoff
• Climb
• Cruise
Descent
Approach
Flight complete.
FMS OPERATING PHASES
Preflight
During preflight, flight plan and load sheet data are entered into the CDU.
This data is entered manually. Some data can be entered by data link. The
flight plan defines the route of flight from the origin to the destination and
initializes LNAV. Flight plan and load sheet data provide performance data to
initialize VNAV.
• Performance data
• Takeoff data.
• STAR
• Thrust limits
• Wind.
Required preflight data consists of:
• Initial position
• Route of flight
Optional preflight data includes:
• Navigation database selection
• Route 2
• Alternate airport
• SID
Each required or optional data item is entered on specific preflight pages.
Preflight starts with the IDENT page. If the IDENT page is not shown, it can
be selected with the ident prompt on the INIT/REF INDEX page. Visual
prompts help the flight crew select necessary CDU preflight pages. Preflight
pages can be manually selected in any order.
After the necessary data on each preflight page is entered and checked, push
the lower right line select key to select the next preflight page. When
activate is selected on the ROUTE page, the execute (exec) light illuminates.
Push the exec key to make the route active.
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Use the departure/arrival (DEP/ARR) page to select a standard instrument
departure (SID). Selection of the SID may cause a route discontinuity. The
modification must be connected to the existing route and executed. This can
be accomplished on the ROUTE or LEGS page.
When all required preflight entries are complete, the PRE-FLT label on the
TAKEOFF REF page is no longer shown. The thrust lim prompt is shown at
the next page line select key location.
The takeoff phase starts with selection of to/ga and extends to the thrust
reduction altitude where climb thrust is normally selected. LNAV and VNAV
can be armed before takeoff to engage at the applicable time (refer to Section
6.4, Automatic Flight).
The climb phase starts at the thrust reduction altitude and extends to the top of
climb (T/C) point. The T/C point is where the airplane reaches the cruise
altitude entered on the PERF INIT page.
The cruise phase starts at the T/C point and extends to the top of descent
(T/D) point. Cruise can include step climbs and en route descents.
Descent
The descent phase starts at the T/D point or when either flight level change
(FLCH) or vertical speed (V/S) is selected. The descent phase extends to the
start of the approach phase.
Approach
The approach phase starts when the first waypoint of the procedure sequences
or when the runway is the active waypoint and the distance to go is less than
25 NM.
Flight Complete
Thirty seconds after engine shutdown, the flight complete phase clears the
active flight plan and load data. Some preflight data fields initialize to default
values in preparation for the next flight.
Takeoff
Climb
Cruise
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Operational Notes
When operating in the lnav and vnav modes, system operation must be
monitored for unwanted pitch, roll, or thrust commands. If unwanted
operation is noticed, roll and pitch modes other than lnav and vnav must be
selected.
The system must be carefully monitored for errors following:
• Activation of a new data base
• Power interruption
• ADIRU failure.
The FMC will not sequence the active waypoint when: more than 21 nm off
the active route and not on an offset route. Return to the active route can be
accomplished using the DIRECT TO or INTERCEPT COURSE TO/FROM
procedures.
When a waypoint is in the route more than once, certain route modifications
(such as DIRECT TO and HOLD) are based on the first waypoint in the route.
Some SIDs or STARS contain a heading vector leg. VECTORS waypoints
show on the ND as a magenta line without an end point leading away from the
airplane symbol. If LNAV is engaged, the DIRECT TO or INTERCEPT
COURSE TO/FROM procedure can be used to start waypoint sequencing
beyond the vectors leg.
When entering airways in a route page, the start and end waypoints must be in
the database. A route segment must be entered as a DIRECT leg.
If the engines remain operating between flights, entering a new cruise altitude
before the next flight recalculates the proper vertical profile.
If a climb to cruise altitude is necessary after completing a descent, a new
cruise altitude entry must be made. Cruise altitude can be entered on the CLB
DIRECT TO courses are segments of a great circle route. When entering a
DIRECT TO waypoint on the LEGS page, the course above the waypoint
before execution is the arrival course at the waypoint. However, after
execution, the course is the current course to fly to the waypoint. These
courses may not be the same.
page.
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TERMINOLOGY
The following paragraphs describe FMC and CDU terminology.
Active - Flight plan data currently being used to calculate LNAV or VNAV
guidance commands.
Activate - The procedure to change an inactive route to the active route for
navigation. It is a two step procedure.
• Select the activate prompt
• Push the execute (exec) key.
Altitude constraint - a crossing restriction at a waypoint.
Delete - Remove FMC data and revert to default values, dash or box prompts,
or a blank entry using the delete key.
Econ - A speed schedule calculated to minimize operating cost. The economy
speed is based on the cost index. A low cost index causes a lower cruise
speed. Maximum range cruise or the minimum fuel speed schedule may be
obtained by entering a cost index of zero. This speed schedule ignores the
cost of time. A minimum time speed schedule may be obtained by entering a
cost index of 9999. This speed schedule calls for maximum flight envelope
speeds. A low cost index may be used when fuel costs are high compared to
operating costs.
Enter - Put data in the CDU scratchpad and then line select the data to the
applicable location. New characters can be typed or existing data can be line
selected into the scratchpad.
Erase - Remove entered data, which has resulted in a modification, by
selecting the erase prompt.
Execute - Push the exec key to make modified data active.
Inactive - Data used to calculate LNAV or VNAV commands after the
activate procedure is complete. This could be climb, cruise, descent,
performance, or route data.
Initialize- Entering data required to make the system operational.
Message - Data the FMC automatically writes in the scratchpad to tell the
flight crew of a system condition.
Modify - Active data that is changed but not yet executed. When a
modification is made to the active route or performance mode, mod is shown
in the page title, erase shows next to line select key 6 left, and the execute
key illuminates.
Prompt - CDU displays that aide the flight crew in accomplishing a task.
Prompts can be boxes, dashes, or a careted (< or >) line to remind the flight
crew to enter or validate data.
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Purge - Select the purge prompt to remove all airports uplinked to the ALTN
LIST. (Not operational on CAL aircraft.)
Select - Pushing a key to obtain the necessary data or action, or to copy
selected data to the scratchpad.
Speed restriction - An airspeed limit associated with a specified altitude
entered by the flight crew.
Speed transition - An airspeed limit associated with a specified altitude
automatically entered by the FMC.
Waypoint - A point on the route. It can be a fixed point; such as, a latitude
and longitude, VOR or ADF station, airway intersection, or a conditional
waypoint. A conditional waypoint is not associated with a land reference; it is
based on a time or altitude requirement. An example of a conditional
waypoint is "when reaching 4000 feet."
Maintenance Index
The MAINTENANCE INDEX page prompts are normally used only on the
ground.
f
INIT/REF INDEX
1
EE]
<APPROACH
MAINT>
EEr-
-EEJ'
-EEJ'
ay
EE!
EE]
EE!
-EEW
MAINTENANCE INDEX
< A I R L I N E POLICY
< I N E R T I A L MONITOR
<INDEX
EE]
EE]
EE!
EE]
EE!
EE!
Airline Policy
Shows the AIRLINE POLICY page.
® Inertial Monitor
This is a maintenance function.
® Index
Push - Displays the INIT/REF INDEX page.
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Airline Policy
The airline policy pages show operating parameters kept in the airline
maintained file. The FMC references this file for data before it calculates
default values. These pages are not usually used by the flight crew.
AIRLINE POLICY 1/2 page is shown when the airline policy prompt is
selected from the MAINTENANCE INDEX page.
NAVIGATION POSITION
The FMC determines present position from these navigation systems:
ADIRS, GPS, and navigation radios. When receiving reliable GPS data, the
primary mode of navigation is from a GPS updated FMC position. If GPS
data is not available, cannot be validated, or is inhibited, the FMC position is
updated using navigation radios. When navigation radios are not available or
not reliable, the FMC position comes from the ADIRU.
FMC Position Update
FMC position may be manually updated to any of the navigation system
positions. This update is accomplished on POS REF page 2.
On the ground, the FMC calculates present position based on ADIRU and/or
the GPS data.
With gps nav off, pushing a to/ga switch updates the FMC position to the
takeoff runway threshold or to the position shift position, when entered.
When making an intersection takeoff, the intersection displacement distance
from the runway threshold must be entered on the TAKEOFF REF page.
With gps nav on, the to/ga update is inhibited.
In flight, the FMC position is continually updated from the GPS, navigation
radios, and ADIRU. Updating priority is based on the availability of valid
data from the supporting systems.
The FMC automatically tunes VOR, DME, and ILS radios for position
updating. Selection is related to the active route and any procedure (SID,
STAR, etc.) in the active route. Manually selecting VOR frequencies or
identifiers precludes the FMC from autotuning other VOR frequencies for
position updating; however, the FMC continues to tune DME-DME pairs for
position updating.
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FMC position updates from navigation sensor positions occurs in the
following priority order:
• One LOC and GPS
• One LOC and collocated DME
• GPS
• Two DME stations
• One VOR with a collocated DME
• ADIRU.
The selected station identifiers of the radio navigation aids are shown on the
POS REF page 2.
Primary FMC Position Update Source
POS REF page
2/3
ND Annunciation
LOC, GPS valid*
LOC-GPS
LOC-GPS
LOC, DME DME valid; GPS invalid*
LOC-RADIO
LOC-DME-DME
LOC, VOR DME valid; GPS invalid*
LOC-RADIO
LOC-VOR-DME
LOC valid; GPS, DME, VOR invalid*
LOC
LOC
DME valid; GPS invalid
RADIO
DME-DME
VOR DME valid; GPS invalid
RADIO
VOR-DME
GPS, VOR, DME invalid
INERTIAL
INERTIAL
GPS valid; ADIRU failed
GPS
GPS
GPS valid; LOC invalid
GPS
GPS
GPS invalid; ADIRU failed
blank
map not available
• The FMC changes to LOC updating when:
• The tuned localizer is associated with the destination runway
• The airplane heading is within 45° of the localizer course
• The airplane is within 20 NM of the destination airport
• The airplane is within 2.5° of the localizer center.
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FMC Polar Operations
The FMC starts polar operations when the calculated airplane position enters a
polar region. The FMC switches all flight display inputs to reference true
north while in these regions. When available, GPS provides navigation data
to the FMC throughout polar regions. If GPS information is lost, the ADIRU
provides a single inertial navigation position to the FMC to ensure continuous
navigation throughout polar regions.
Automatic switching to a true north reference is annunciate by a flashing
white box around the word tru on the nd. A TRUE heading reference can be
selected with the heading reference switch inside or outside the polar region.
The ND shows a green box around the word mag to annunciate the change
back to magnetic reference. If the heading reference is tru in the descent
phase, the ND shows an amber box around the word tru.
The current GRID heading displays near the top of both NDs when the
airplane is north of 70°N or south of 70°S. The GRID heading is not used by
any airplane system.
Note : When operating the autopilot in the polar region in other than
LNAV, the true position on the heading reference switch must be
selected.
Note : When operating north of 82°N or south of 82°S using the nd plan
mode, the airplane position symbol does not display.
Note : If the ADIRU fails in a polar region, the EICAS message nav adiru
inertial displays and all autopilot and AFDS roll modes fail. When
heading information is restored by entry of a reference heading on
the POS INIT page, hdg sel and hdg hold roll modes are restored.
GPS continues to provide navigation data to the FMC and active
route information displays on the ND. When operating in this
degraded mode, heading on the POS INIT page may be referenced to
magnetic, true, or grid heading. The heading display drifts
significantly under these conditions. Periodic updating of the
heading reference on the POS INIT page should be accomplished at
least every 10 minutes.
FMC Polar Regions
130° W
70° N
True South Pole
60° S
77716005
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Navigation Performance
(7
POS REF 2/3
FMC(GPS) UPDATE
N47' 32.4 W122' 18.6 ARM>
INERTIAL ACTUAL 5.70
150' / 3 . 9 NM
GPS ACTUAL 0.12
000' / 0. ONM
RADIO ACTUAL 2.30
0 35 1 / 0 . 42 NM
RNP/ ACTUAL DME DME
4 . 0 0/ 0 . 1 2 NM PDX SEA
< INDEX
LAT/ LON>
77716006
Radio System
ACTUAL 2. 30NM
77716007
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The FMC uses data from the navigation systems to accurately calculate the
position of the airplane. The current fmc position is shown on line 1 of the
POS REF page 2. The primary source of update is shown in parentheses
above the fmc position.
The navigation system positions are shown on the left side of lines 2 through
4. The bearing/distance is from the fmc position to the individual navigation
system position.
The fmc position is shown on the ND at the tip of the triangle. All other
positions are shown relative to the FMC. The radio position is shown above
as a •, but is not shown on the ND. The ACTUAL navigation performance
circles shown above are not shown on the ND.
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Actual Navigation Performance
Actual Navigation Performance (ANP) is the FMC current computed position
accuracy. It is titled ACTUAL and displays on the POS REF page 2 for the
navigation system displayed in title line 1 . ACTUAL navigation performance
is a circular prediction centered at the FMC position. Airplane position is
estimated to be within this ACTUAL navigation performance circle 95
percent of the time.
After a manual position update, the ACTUAL navigation performance of the
FMC changes to the ACTUAL navigation performance of the selected
navigation system. In the example above, a manual position update to the
INERTIAL system would change the FMC ACTUAL navigation performance
to 5.7 NM. The FMC then updates from the best available navigation system
and eventually, the manual update has no effect on position calculation. Some
automatic updates can be inhibited; GPS on POS REF page 3 and VOR/DME
updates on the REF NAV DATA page. Inertial and DME/DME updates can
not be inhibited.
Required Navigation Performance
Required Navigation Performance (RNP) is the navigation accuracy required
for operation within a defined airspace. It is expressed in nautical miles.
RNP values have been published for areas of operation around the world.
Operations in these areas require on-board navigation systems to alert the
flight crew if ANP exceeds RNP. The FMC supplies a default RNP value for
takeoff, en route, oceanic / remote, terminal, and approach phases of flight.
The flight crew may enter an RNP value, if required. RNP displays on POS
REF page 2.
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Lateral Navigation (LNAV)
LNAV provides steering commands to the next waypoint or the selected route
intercept point. When armed on takeoff, LNAV engages at or above 50 feet,
when laterally within 2.5 nautical miles of the active route leg. FMC LNAV
guidance normally provides great circle courses between waypoints.
However, when an arrival or approach from the FMC database is entered into
the active route, the FMC can supply commands to fly a constant heading,
track, or follow a DME arc, as required by the procedure.
Waypoints
Waypoint (navigation fix) identifiers are shown on the CDU and navigation
The CDU message not in database is shown if a manually entered waypoint
identifier is not kept in the database. The waypoint can still be entered as a
latitude/longitude, place/bearing/distance or place/bearing/place/bearing
waypoint.
FMC generated waypoints contain a maximum of five characters assigned
according to the following rules.
Navaid Waypoint Names
VHF - Waypoints located at VHF navaids (VOR/DME/LOC) are identified by
the official one, two, three or four character facility identifier. Examples:
• Los Angeles VORTAC = LAX
• Tyndall TACAN = PAM
• Riga Engure, USSR = AN.
NDB - Waypoints located at NDBs are identified by use of the station
identifier. Example: FORT NELSON, CAN - YE.
Fix Waypoint Names
Fixes with one-word names waypoints located at fixes with names containing
five or fewer characters are identified by the name. Examples:
• DOT
• ACRA
• ALPHA.
display.
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Long Waypoint Names
Names with more than five characters are abbreviated using the following
rules sequentially until five characters remain. Double letters are deleted.
Examples:
• KIMMEL becomes KIMEL
• COTTON becomes COTON
• RABBITT becomes RABIT.
Keep the first letter, first vowel and last letter. Delete other vowels starting
from right to left. Examples:
• ADOLPH becomes ADLPH
• BAILEY becomes BAILY
• BUR WELL becomes BURWL.
The next rule abbreviates names even further. Apply the previous rule, and
then delete consonants from right to left. Examples:
• ANDREWS becomes ANDRWS then ANDRS
• BRIDGEPORT becomes BRIDGPRT then BRIDT
• HORSBA becomes HORSA.
Fixes with multiword names use the first letter of the first word and abbreviate
the last word, using the above rules sequentially until a total of five characters
remain. Examples:
• CLEAR LAKE becomes CLAKE
• ROUGH ROAD becomes RROAD.
Unnamed Point Waypoint Names
Unnamed turn points, intersections and DME fixes - If an unnamed turn point,
intersection or fix is collocated with a named waypoint or navaid on a
different route structure (such as low altitude routes or an approach), the name
or identifier of the collocated waypoint is used. Example:
• Unnamed turn point on J2 between the Lake Charles (LCH) and New
Orleans (MSY) VORTACs is coincidental with the Lafayette (LFT) low
altitude VORTAC. LFT is used as the identifier for the turn point.
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Identifier codes for unnamed turn points not coincidental with named
waypoints are constructed from the identifier of a navaid serving the point and
the distance from the navaid to the point. If the distance is 99 nautical miles
or less, the navaid identifier is placed first, followed by the distance. If the
distance is 100 nautical miles or more, the last two digits are used and placed
ahead of the navaid identifier. Examples (NAVAID / DISTANCE / IDENT):
• INW-18-INW18
• CSN- 106-06CSN
Unnamed Flight Information Region (FIR), Upper Flight Information Region
(UIR), and controlled airspace reporting points - Waypoints located at
unnamed FIR, UIR, and controlled airspace reporting points are identified by
the three letter airspace type identification followed by a two digit sequence
number. Example:
• FRA01
Unnamed oceanic control area reporting points in the northern hemisphere use
the letters N and E, while points in the southern hemisphere use the letters S
and W. Latitude always precedes longitude. For longitude, only the last two
digits of the three-digit value are used.
Placement of the designator in the five-character set indicates whether the first
longitude digit is 0 or 1 . The letter is the last character if the longitude is less
than 100° and is the third character if the longitude is 100° or greater.
N is used for north latitude, west longitude. E is used for north latitude, east
longitude. S is used for south latitude, east longitude. W is used for south
latitude, west longitude. Examples:
• N50° W040° becomes 5040N • S52° W075° becomes 5275W
• N75°W170° becomes 75N70 • S07° W 120° becomes 07W20
• N50° E020° becomes 5020E • S50° E020° becomes 5020S
• N06° El 10° becomes 06E 1 0
• S06° El 10° becomes 06S10.
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Procedure Arc Fix Waypoint Names
Unnamed terminal area fixes along a DME arc procedure - Unnamed fixes
along a DME arc procedure are identified with the first character D.
Characters 2 through 4 indicate the radial on which the fix lies. The last
character indicates the arc radius. The radius is expressed by a letter of the
alphabet where A = 1 mile, B = 2 miles, C = 3 miles and so forth. Examples:
• EPH252°/24 = D252X
• EPH145724 = D145X
• GEG006720 = D006T.
An unnamed waypoint along a DME arc with a radius greater than 26 miles is
identified as an unnamed turn point that is not coincidental with a named
waypoint. Examples:
• CPR338729 = CPR29
• GEG079730 = GEG30.
When there are multiple unnamed waypoints along a DME arc with a radius
greater than 26 miles, the station identifier is reduced to two characters,
followed by the radius, and then a sequence character. Examples:
• CPR134729 = CP29A
• CPR190°/29 = CP29B
• CPR201729 = CP29C.
DME step down fixes are identified by the distance and a "D." Examples:
138D, 106D, 56D, 3D.
Procedure Fix Waypoint Names
Marker beacons -a marker beacon is identified by the marker type identifier
followed by the runway number. Examples:
• Outer Marker 1 3R = OM 1 3R
• Middle Marker 2 1 = MM2 1 .
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Runway - related - fixes - waypoints located at unnamed runway related fixes
e identified by adding a two-letter prefix to the runway number. The
following list is used to determine the applicable prefix:
RX - Runway Extension Fix
FA - VFR Final Approach Fix
CF - Final Approach Course Fix
FF - Final Approach Fix
IF - Initial Approach Fix
OM - Outer Marker
MM - Middle Marker
IM - Inner Marker
BM - Back Course Marker
MD - Minimum Descent
Altitude
A - (+ An Alpha) Step Down
Fix
RW - Runway Threshold
MA - Missed Approach point
other than RW
TD - Touchdown Point Inboard
ofRW.
Examples: OM25L, MM09, IM23, RW04, RW18L.
For airports with more than one approach to the same runway, the two-letter
prefix may change to allow different identifiers for the same waypoint. The
first letter identifies the type of fix and the second letter identifies the type
approach as follows:
C( ) - Final approach course fix
F( ) - Final approach fix
P( ) - Missed approach point
I( ) - Initial approach fix
D( ) - Minimum descent altitude
T( ) - Touch down point
R( ) - Runway centerline
intercept.
QI-ILS
( )L - Localizer only
Examples: CI32R, PV15, FN24L.
( )B -Backcourse ILS
( )D - VOR/DME
( )V - VOR only
( )S - VOR with DME points
( )N - NDB
( )Q - NDB with DME points
( )M - MLS
( )T - Tacan
( )R - RNAV
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Unnamed turn points - Unnamed turn points that are part of a procedure are
identified as a latitude and longitude waypoint. These include waypoints
(except conditional waypoints) defined by flying a course or track from a
waypoint (except conditional waypoints) to a radial or DME distance. These
waypoints are automatically entered in a route by selection of a procedure
using these waypoints, from the departures or arrivals page.
Airport reference points - Airport reference points are identified by the ICAO
identifier.
Duplicate Waypoint Names
Duplicate identifiers - Application of the abbreviation rules creates identical
identifiers for different waypoints. When a duplicate waypoint identifier is
entered, the page changes to the SELECT DESIRED WPT page. The page
lists the latitude and longitude of waypoints with the same identifier and the
type of facility or waypoint. Select the latitude/longitude of the correct
waypoint to enter the correct waypoint on the original page.
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Conditional Waypoint Names
Conditional waypoints may be automatically entered into the route if a
DEPARTURES or ARRIVALS page procedure is selected. Conditional
waypoints cannot be manually entered on a ROUTE or LEGS page. These
waypoints are events when a condition occurs and are not at a geographically
fixed position. The types of conditions are:
• Climb/descent through an • Intercepting a course
altitude
Flying a heading to a radial or
DME distance
Heading vectors to a course or
fix.
Altitude and course intercept conditional waypoints are shown on the CDU
inside (parenthesis) marks. The diagram below shows conditional waypoints.
EXAMPLE: MEANING:
// RTE 1 LEGS"
// 180° HDG
| (1000)
140° HDG
ABC180
090° HDG
ABC20
020° HDG
(INTC)
340°
BCD
280°
VECTORS
270°
CDE
020° HDG
TO INTC
340° TO BCD
Note: All waypoints except BCD and CDE are examples of conditional waypoints.
77716008
Manually Entered Latitude/ Longitude Waypoint Names
Pilot defined waypoints entered as a latitude and longitude are shown in a
seven-character format. Latitude and longitude waypoints are entered with no
space or slash between the latitude and longitude entries. Leading zeroes
must be entered. All digits and decimal points (to 1/10 minute) must be
entered unless the latitude or longitude are full degrees. Examples:
• N47° W008° is entered as N47W008 and shown as N47W008
• N47° 15.4' W0080 3.4' is entered as N4715.4W00803.4 and shown as
N47W008.
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Manually Entered Place-Bearing/Distance or
Place-Bearing / Place-Bearing Waypoint Names
Waypoints entered as a place-bearing/distance or place-bearing/place-bearing
are identified by the first three characters of the entry followed by a two-digit
sequence number. Examples:
• SEA330/10 becomes SEA01
• SEA330/OLM020 becomes SEA02.
The two digit sequence numbers reserved for RTE1 are 01 through 49. The
two digit sequence numbers reserved for RTE2 are 51 through 99.
Manually Entered Airway Crossing Waypoint Names
Airway crossing fixes are entered as a five-character waypoint name or by
entering consecutive airways on the ROUTE page. In the latter case, the
display is an X followed by the second airway name. Example: Entering J70
on the VIA line of the ROUTE page causes box prompts to show opposite on
the same line. Leaving the box prompts empty and entering J52 on the next
VIA line, directly below J70, causes the FMC to calculate the intersection of
the two airways and replace the boxes with the waypoint identifier, XJ52.
Manually Entered Reporting Point Waypoint Names
Latitude or longitude reporting waypoints are entered as the full latitude or
longitude followed by a slash, then the increment chosen for the following
multiple waypoints. Example:
• W060/10 adds waypoints starting at W060 in ten degree increments from
that point to the destination
• The entry must be made on a LEGS page on any line before the first
reporting point
• Usually, this entry is made on the active waypoint line and proper
sequencing is performed by the FMC.
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Manually Entered Along Track Waypoint Names
Along track waypoints are a special case of place/bearing/distance waypoints
applied to the current route. They do not cause route discontinuities when
they are created.
Along track waypoints are entered using the waypoint name (the place),
followed by a slash and minus sign, for points before the waypoint, or no sign
for points after the waypoint, followed by the mileage offset for the newly
defined waypoint. The route course takes the place of the bearing, which is
not entered. The created waypoint is then inserted over the original waypoint.
The distance offset must be less than the distance between the originating
waypoint and next (positive value) or preceding (negative value) waypoint.
Latitude and longitude waypoints cannot be used to create along track
waypoints. Examples:
• VAMPS/25 is 25 miles after VAMPS on the present route, and is shown
as VAM01
• ELN/-30 is 30 miles before ELN on the present route, and is shown as
ND Map Displays
The route is shown on the ND in the map, map center, and plan modes. The
display color and format represent the following status:
• An inactive route is shown as a cyan dashed line
• An activated, but not yet executed route, is shown as an alternating
cyan/white dashed line
• The active route is shown in magenta
• Modifications to an active route are shown as dashed white lines
• Modified waypoints are shown in white
• Executed route offsets are shown as a dashed magenta line.
The ND shows the fmc position at the apex of the airplane symbol. All ND
map data is shown relative to this apex.
ELN01.
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When adequate GPS or radio updating is not available, the ND map may
display a shift error. This error results in the displayed position of the
airplane, route, waypoints, and navigation aids being shifted from their actual
position. An undetected, across track map shift may result in the airplane
flying a ground track that is offset from the desired track. An undetected,
along track map shift may result in the flight crew initiating altitude changes
earlier or later than desired. In either case, an undetected map shift may
compromise terrain or traffic separation.
Map shift errors can be detected by comparing the position of the airplane on
the ND map with data from the ILS, VOR, DME and ADF systems.
VERTICAL NAVIGATION (VNAV)
VNAV provides vertical profile guidance through the climb, cruise, and
descent phases of flight.
Speed/Altitude Constraints
VNAV controls the path and speed to comply with waypoint crossing
constraints. Waypoint crossing constraints are entered on the LEGS page
waypoint line by pushing the applicable key on the right side of the CDU.
Barometric altitude constraints must be below the cruise altitude to be valid.
Values entered as part of a procedure and manually entered constraints are
shown in large font. FMC predicted values do not act as constraints, and are
shown in small font.
A waypoint constraint is magenta when it is active. The constraint does not
have to be in line 1 to be active. Waypoints can have altitude or
airspeed/altitude constraints.
Modified waypoint constraints are shaded white until they are executed.
Speed constraint entries require an altitude constraint at the same waypoint.
All speed constraints are considered by the FMC as at or below constraints.
At or above altitude constraints are entered with a suffix letter A (Example:
220 A). At or below altitude constraints are entered with a suffix letter B
(Example: 240B). Mandatory altitude constraints are entered without any
suffix letter (Example: 270).
Altitude constraints with two altitudes may be entered in either order. The
lower altitude constraint, followed by a suffix letter A, and the upper altitude
constraint, followed by a suffix letter B (Example: 220A240B or 240B220A).
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® Takeoff
If armed for takeoff, VNAV engages at 400 feet and pitch guidance
continues to maintain the target airspeed until the thrust reference mode
changes.
During takeoff, the FMC updates the target airspeed to the current
airspeed until VNAV activates. The target airspeed is between V 2 + 15
and V 2 + 25 knots.
® Acceleration Height
At the acceleration height, flap retraction, or AFDS altitude capture
before acceleration height, VNAV commands an airspeed increase to the
greater of 250 knots, V RE f + 80 knots, or the speed transition associated
with the origin airport, limited by configuration.
The FMC changes the thrust reference mode to the selected climb thrust
at the thrust reduction point.
© VNAV Climb
The VNAV climb profile uses VNAV SPD or VNAV PTH at the default
climb speed or pilot selected climb speed to remain within all airspeed
and altitude constraints that are part of the SID entered into the active
route. Autothrottle uses selected climb thrust limit.
If the climb speed profile cannot achieve an altitude constraint, the
unable next alt scratchpad message is shown.
® Climb Constraints
VNAV enters the vnav pth mode to remain within departure or waypoint
constraints. Speed maintained during this time can be:
• Procedure based speed restriction
• Waypoint speed restriction
• Default VNAV climb speed
• Manually entered climb speed.
If the FMC predicts the aircraft will not reach an altitude constraint, the
FMS-CDU message UNABLE NEXT ALTITUDE displays. Speed
intervention can be used by pushing the IAS/MACH selector and
manually setting a lower airspeed to provide a steeper climb; or, climb
derates can be deleted on the THRUST LIMIT page.
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® Top Of Climb (T/C)
The point where the climb phase meets the cruise altitude is called the
Top Of Climb. Approaching this point, the FMC changes from the climb
phase to the cruise phase. The T/C is shown any time the FMC calculates
a change from a climb phase to a cruise phase, such as a step climb.
The T/C point is shown on the map as a green open circle with the label
T/C.
MCP Altitude Intervention
Whenever the airplane levels off at a MCP altitude that is not in the FMC,
VNAV ALT engages. For example, FMC cruise altitude is FL250 and the
clearance altitude, FL190, is set in the MCP. Pitch maintains altitude and
thrust maintains FMC target speed. In the example, the speed after the
temporary level off would be ECON CLB SPEED.
To resume the climb, put the clearance altitude into the MCP altitude window
and push the altitude selector. VNAV SPD engages. Pitch maintains FMC
speed and thrust increases to the climb limit. In the example, the airplane
climbs to FMC CRZ ALT and then levels at FL250 in cruise.
During cruise, the FMC commands economy cruise speed or the pilot entered
speed until reaching the top-of-descent (T/D) point. Other cruise speed
options are:
• Long range (LRC)
• Engine out (ENG OUT)
• Flight crew entered speed
• Flight crew entered constant Mach between two or more waypoints
• Required time of arrival (RTA).
Temporary Level Off
1 0,000:
77716010
Cruise
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The FMC uses maximum range cruise speed if cost index is set to zero. Cost
index modifications are allowed until within ten miles of the top of descent.
Step Climb
Fuel and ETA predictions assume the airplane climbs at each predicted step
climb point as airplane weight decreases. FMC predicted step climb
increments are based on the step size shown on the CRZ page. If a step size
of zero is entered, the FMC assumes a constant altitude cruise.
Flight crew entry of a planned step altitude on the CRZ or RTE LEGS page
overrides the FMC step climb predictions before that point. Entry of a
planned step altitude on the RTE LEGS page overrides a "Step To" entry
made on the CRZ page.
Predicted step altitudes are shown on the RTE LEGS page. The distance and
ETA to the next step point (predicted or flight crew entered) are shown on the
CRZ and PROGRESS pages. They are also shown on the ND map display
with a green circle and S/C label.
Mode Control Panel Speed Intervention
VNAV PTH
A'
Altitude
Restriction
Altitude
Restriction
Speed Intervention Pitch Modes
"Or 0 .
'So/,
77716011
With VNAV engaged, pushing the ias mach selector enables speed
intervention. Speed intervention allows the flight crew to change airplane
speed with the ias/mach selector.
The above illustration shows the VNAV pitch flight mode annunciation for
each phase of flight when using speed intervention.
In a VNAV descent after the T/D, vnav pth changes to vnav spd during speed
intervention. In all other phases, the pitch mode does not change with speed
intervention. Pitch controls speed in vnav spd mode, and during the VNAV
PTH descent prior to speed intervention. Otherwise, thrust controls speed in
vnav pth mode.
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During a VNAV, non-precision approach while using speed intervention, the
pitch mode is vnav pth. The vertical path is maintained regardless of ias mach
selector changes.
VNAV changes to approach phase when:
• passing the first waypoint of an FMS approach (ILS, VOR, ect), or
• the landing runway is the active waypoint and the direct distance to the
runway is 25 NM or less.
If a "direct to" is executed to a waypoint in the approach, VNAV transitions to
the approach phase when the airplane passes the "direct to" waypoint. If a
waypoint located after the first waypoint of an FMC database approach is
added and executed, VNAV will not transition to approach phase when
passing the first waypoint of the approach.
Descent
The FMC calculates a descent path based on airspeed and altitude constraints
and the end of descent (E/D) point. Dashed display on the LEGS page for
speed and altitude descent waypoints. When an arrival or approach procedure
is selected on the ARRIVALS page and incorporated into the flight plan, the
FMC creates an E/D. The E/D is located 50 feet above the runway threshold
(RW waypoint) for all approaches except VOR approaches. The E/D for
VOR approaches is the missed approach point, which may be the VOR,
runway waypoint (RWXXX), or a named waypoint. During cruise, an E/D is
also created when an altitude constraint is entered on the LEGS page on a
downstream waypoint.
The top of descent (T/D) is the point where the cruise phase changes to the
descent phase. It displays on the ND as a green circle with the label t/d. The
descent path starts at the T/D and includes waypoint altitude constraints. The
path to the first constraint is based on:
• Idle thrust • Wind entries on the DESCENT
The descent may be planned at economy Mach/CAS (based on Cost Index) or
a manually entered Mach/CAS. VNAV will not command an economy target
speed greater than 314 knots (VMO/MMO minus 16 knots) or a pilot entered
speed greater than 319 knots (VMO/MMO minus 1 1 knots).
The FMC creates the descent path with a deceleration at the speed transition
altitude (typically 250 knots below 10,000 feet). VNAV plans a speed target
10 knots below the transition speed to allow for unknown tailwinds.
FMC cruise wind
Speedbrakes retracted
FORECAST page
Predicted use of anti-ice
Applicable target speed.
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Descent path segments after the first altitude constraint waypoint are
constructed as straight line point-to-point segments. The autothrottle provides
thrust as required to maintain the path.
If flight plan modifications or unknown winds occur when above the first
speed constraint, VNAV varies speed to maintain the path up to the following
limits:
• With greater than 1 5 knots below the target speed, the autothrottle
changes from idle/hold to spd to provide thrust to accelerate to the target
speed. If the autothrottle is not active, the scratchpad message thrust
required displays. The airspeed may decrease to minimum maneuvering
speed. Subsequently, VNAV commands the airplane to fly below the
path to stop the deceleration. If VNAV can no longer maintain the
airplane within 150 feet of the path without further deceleration, speed
reversion occurs, the pitch mode annunciation changes from vnav pth to
vnav spd, VNAV resets the target speed to 5 knots above the greater of
best holding speed or minimum maneuvering speed, and the scratchpad
message thrust required displays again.
• With greater than 314 knots (VMO/MMO minus 16 knots), the
scratchpad message drag required displays. The airplane may accelerate
up to 3 19 knots (VMO/MMO minus 1 1 knots) to maintain the path. If
further correction is required, VNAV may allow the airplane to rise up to
150 feet above the path. If VNAV can no longer maintain the airplane
within 150 feet of the path without further acceleration, speed reversion
occurs, the pitch mode annunciation changes from vnav pth to vnav spd,
VNAV resets the target speed to 3 14 knots (VMO/MMO minus 16
knots), and the scrathpad message drag required displays again.
If flight plan modifications or unknown winds occur when below the first
speed constraint, VNAV varies speed to maintain the path up to the following
limits:
• With greater than 10 knots below the target speed, the autothrottle
changes from idle/hold to spd to provide thrust to accelerate to the target
speed. If the autothrottle is not active, the scratchpad message thrust
required displays. The airspeed may decrease to minimum maneuvering
speed. Subsequently, VNAV commands the airplane to fly below the
path to stop the deceleration. If VNAV can no longer maintain the
airplane within 150 feet of the path without further deceleration, speed
reversion occurs, the pitch mode annunciation changes from vnav pth to
vnav spd, VNAV resets the target speed to 10 knots less than the target
speed (not less than minimum maneuvering speed), and the scratchpad
message thrust required displays again.
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• With greater than 10 knots above target speed, the scratchpad message
drag required displays. The airplane may accelerate up to 15 knots
above target speed to maintain the path. The maximum speed excursion
allowed is 5 knots above the transition speed after the airplane is below
transition altitude for the destination airport or 5 knots below the flaps
placard speed if flaps are extended. If further correction is required,
VNAV may allow the airplane to rise up to 150 feet above the path to
stop the acceleration. If VNAV can no longer maintain the airplane
within 150 feet of the path without further acceleration, speed reversion
occurs, the pitch mode annunciation changes from vnav pth to vnav spd,
VNAV resets the target speed to 250 knots, and the scratchpad message
drag required displays again.
Early Descents
An early descent in VNAV is any descent initiated prior to reaching the top of
descent point (T/D). VNAV commands the descent at a reduced descent rate
until the idle descent path is intercepted.
There are two types of early descents, a "Cruise Descent" and a "Descend
Now." In either early descent, the autothrottle mode annunciation is initially
thr, followed by hold, allowing the pilot to adjust the rate of descent. The
pitch mode is vnav spd.
Old CRZ ALT
|^-50 NM-^|
T>T/D
New CRZ ALT
H-50 NM-H
7771 6012
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Cruise Descent
Use the MCP altitude selector to start a cruise descent. If the distance
from T/D is more than 50 NM the FMC creates a new cruise altitude,
with an associated new T/D, and VNAV begins a descent to the new
cruise altitude. The pitch mode annunciation is vnav spd during descent
and vnav pth at the new cruise altitude
Depending upon proximity to T/D, VNAV may not capture the idle
descent path since the target airspeed is economy cruise and the descent
path is based on idle thrust and economy descent airspeed. In example
w VNAV levels at the new cruise altitude beyond the T/D, and the pitch
mode annunciation is vnav alt.
© Descend Now
Use the des now prompt on the VNAV DES page to start a Descend
Now. The original path and T/D are not changed, and VNAV starts a
descent (vnav spd) and captures the MCP altitude (vnav alt) or the idle
descent path (vnav pth), whichever is encountered first.
The des now function is also initiated whenever the MCP altitude selector
is used to initiate a descent within 50 NM of the T/D (Example w).
Approach
The FMC transitions to "on approach" under the following conditions:
• The aircraft is in the descent phase and flaps are out of UP, or
• A VFR approach is created and,
- The aircraft has sequenced the FAXXX, or
- The aircraft is enroute to a direct-to or intercept-to the RWYYY
waypoint and the aircraft is within 25 NM of the runway threshold, or
- The aircraft is enroute to a direct-to or intercept-to waypoint (direct
displays at 1L on RTE Page) in the descent profile and the aircraft is
within 25 NM of the destination airport.
• A published instrument approach has been selected and incorporated in
the active flight plan and,
- The aircraft has sequenced the first waypoint on the published
approach, or
- The aircraft is enroute to a direct-to or intercept-to waypoint (direct
displays at 1L on RTE page) and the aircraft is within 12 NM of the
runway theshold, or
- The aircraft is enroute to a direct-to or intercept-to waypoint (direct
displays at 1L on RTE page) that is the last waypoint in the approach
(runway or missed approach point) and the aircraft is within 25 NM
of the destination airport.
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The FMC transitions out of "on approach" under the following conditions:
• The pilot selects toga.
• The aircraft lands.
• The aircraft flies beyond the last waypoint in the approach (missed
approach waypoint or runway) and the VNAV page title changes from
"ACT xxxxx DES" to "ACT END OF DES."
When the FMC is "on approach," the following features are available:
• The 1AS/MACH window can be opened and the command speed can be
set while VNAV remains in vnav pth descent; VNAV commands the set
• The MCP altitude can be set above the airplane altitude for the missed
approach. When the MCP altitude setting is at least 300 feet above the
current airplane altitude, VNAV continues to command a descent.
• VNAV remains in vnav pth and follows the descent path unless the
airplane accelerates to within 5 knots of the current flap placard and the
airplane rises more than 150 feet above the path. In this case, vnav pth
changes to vnav spd.
• If an approach angle is specified for one or more legs on the approach,
the angle displays on the LEGS page and VNAV provides vnav pth
guidance at the displayed angle. When sequencing a waypoint prior to a
descent leg specified by a descent angle, VNAV commands level flight
until the aircraft intercepts the descent angle path.
Note : Display of a specified flight path angle is not limited to approaches.
A flight path angle may be defined for a leg in a STAR and displays
on the LEGS page for the procedure.
A side step to another approach can be accomplished by selection of the new
approach on the ARRIVALS page. An along-course intercept to the next
logical approach waypoint in the new approach can be selected on the INTC
CRS TO line on the LEGS page or by selecting the xxxxx into prompt on the
ARRIVALS page.
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Missed Approach
A missed approach is accomplished by selection of either toga switch. The
following features are available:
• VNAV (and LNAV) can only be activated when the airplane climbs
above 400 feet radio altitude.
• All descent altitude constraints below the current airplane altitude are
deleted; the waypoints are retained in the active flight plan.
• The highest altitude in the missed approach procedure becomes the new
cruise altitude.
• The FMC transitions from active descent to active climb. This transition
also occurs when the aircraft climbs toward the MCP altitude and flaps
are retracted from a landing position (25 or 30 towards 20, or 20 towards
5). For example, when a missed approach is accomplished without
pushing the toga switch.
• AFDS guidance to fly the published missed approach procedure to the
new cruise altitude is active when VNAV (and LNAV) are selected.
• When cruise phase is active, the speed target is the most restrictive of 250
knots (below speed transition altitude), best hold speed, or ECON cruise
(above speed transition altitude).
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Cruise and Descent Profile (Non-Precision Approach)
CL
77716013
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Cruise
Before the top of descent, FMC is in cruise mode and uses VNAV PTH
and ECON cruise speed.
® Level Deceleration Phase
At top of descent, FMC transitions to descent and commands the airspeed
to ECON descent speed and maintains altitude in VNAV PTH.
® Descent
Upon reaching descent speed, VNAV descends in VNAV PTH at ECON
descent speed.
w Descent Deceleration Phase
Before the speed restriction altitude, the FMC commands the target
descent airspeed. The pitch mode remains VNAV PTH and the descent
rate approximates 500 feet per minute.
® Descent and Approach
When at target speed, VNAV commands a descent and starts approach in
VNAV PTH at commanded speed.
® Missed Approach
When selected during missed approach, VNAV engages in VNAV SPD.
® Missed Approach Level Off
At missed approach altitude VNAV SPD changes to VNAV PTH.
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® Takeoff
Condition: Before a sensed engine failure and above VNAV engagement
altitude.
Result: vnav spd commands a climb at V 2 +15 to V 2 +25 knots.
Autothrottle mode is thr ref and the thrust limit is takeoff.
® Sensed Engine Failure
Condition: After VNAV has engaged, engine failure is sensed, after
takeoff, aircraft below engine out acceleration height and below the thrust
reduction point entered on the TAKEOFF REF page.
Result: VNAV remains in vnav spd and commands a speed of V 2 + 15.
Autothrottle remains in thr ref and the thrust limit remains takeoff (TO).
® EOSID
Condition: Flaps extended and an engine out standard instrument
departure (EO SID) is in the FMC database.
Result: The FMC loads the EO SID as a flight plan modification. The
modification may be either executed or erased.
® Acceleration Height
Condition: At acceleration height or flap retraction has started.
Result: VNAV commands an acceleration to Vref + 80, limited by the
aircraft configuration (flap placard). Pushing the vnav function key
shows the ACT V REF + 80 CLB page.
® Thrust Reduction
Condition: Aircraft has accelerated to the commanded V RE f + 80 speed.
Result: Thrust is automatically reduced from takeoff (TO) to continuous
(CON) thrust. If the engine failure occurs above the thrust reduction
point, the current climb thrust is maintained.
© VNAV Climb (Engine Out)
Condition: Select the eng out> prompt on the VNAV CLB page to show
the applicable engine out performance data. The airline company engine
out company speed (CO SPD) or long range cruise (LRC) speed may be
selected. Execute to make the data active.
Result: The FMC engine out climb function is active, VNAV is in vnav
spd, CON thrust is selected, if not previously selected. A different thrust
limit may be selected on the THRUST LIM page.
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Climb (Engine Out above EO Max Alt)
Selection of the eng out> prompt on the VNAV CLB page, when the airplane
is above the engine out maximum altitude, creates a modification and shows
the applicable engine out driftdown (D/D) performance data to enable the
airplane to descend to the engine out maximum altitude. Execution of the
modification makes the engine out driftdown function active.
Cruise (Engine Out Above EO Max Alt)
Selection of eng out> may also be accomplished on the XXXX ALTN page in
conjunction with a diversion modification.
77716015
Engine Out Modification
Condition: Select the eng out> prompt on the VNAV CRZ page.
Result: Creates a modification and shows the applicable engine out
driftdown (D/D) performance data to enable the airplane to descend to the
engine out maximum altitude.
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® Drift Down Execution
Condition 1 : Set the MCP altitude at or below EO MAX altitude and
execute the FMC modification. This condition assumes clearance is
approved to descend slowly to a non-standard altitude; for example,
FL233.
Result: The reference thrust limit becomes CON, VNAV commands a
very shallow descent in VNAV SPD as the airplane decelerates to EO
SPD, the EO MAX altitude becomes the cruise altitude at 1L, and the
autothrottle sets CON thrust on the operative engine. Time and distance
for the D/D to EO MAX altitude display at 2R.
Two other ways to activate the EO D/D (to the clearance altitude) are
discussed below.
Condition 2: Execute the ENG OUT modification. Then, set the
clearance altitude (lower than EO MAX) in the MCP and push the MCP
altitude selector.
Result: The airplane remains at the MCP altitude until the altitude is set
lower and the MCP altitude selector is pushed, the pitch mode initially
changes to VNAV ALT, the reference thrust limit becomes CON, and the
autothrottle adjusts thrust on the operative engine to maintain FMC-
commanded EO SPD. After setting the MCP altitude window and
pushing the altitude selector, the operative engine increases thrust to
CON and the airplane descends in a VNAV SPD driftdown to the
clearance altitude in 1L. Initial descent rate is low, depending on the
gross weight and on how much the airspeed has decreased before pushing
the altitude selector. If the airspeed has decreased below EO SPD, the
descent rate increases to regain the airspeed.
Condition 3: Set the clearance altitude (lower than EO MAX) in the
MCP, push the altitude selector; then, after the descent is established,
execute the FMC modification (ENG OUT selection).
Result: After pushing the altitude selector, the airplane descends in a
normal VNAV SPD cruise descent at two-engine cruise speed. The
reference thrust limit is CLB/CRZ and the autothrottle maintains cruise
descent airspeed. The cruise altitude is set to the MCP altitude when the
altitude selector is pushed. Executing the FMC modification while above
EO MAX altitude sets the driftdown descent airspeed to EO SPD. The
reference thrust limit becomes CON and the autothrottle increases thrust
to CON on the operative engine. The airplane initially descends at
economy cruise airspeed and approximately 1,250 fpm. After executing
the ENG OUT modification, the commanded airspeed is EO SPD. The
rate of descent decreases to a minimum of 300 fpm.
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® Engine Out Cruise
When VNAV captures the EO MAX altitude (Condition 1 only), the
VNAV cruise page title becomes EO CRZ and the pitch annunciation is
VNAV PTH, regardless of the MCP altitude window setting. Predictions
for EO Step Climb display at 2R. Thrust limit remains in CON.
® Subsequent Cruise Descent
Condition: FMC in engine out mode, more than 50 nm from T/D, set a
lower MCP altitude, push the altitude selector.
Result: VNAV cruise descent at approximately 1250 fpm at EO SPD.
When the EO cruise descent intersects the planned descent profile,
descent mode becomes active.
Required Time of Arrival (RTA)
VNAV controls cruise speed to arrive at a specified waypoint within ± 30
seconds of a specified time. The FMC shows the scratchpad message, unable
rta, if the RTA is not achievable.
DATA ENTRY RULES
Altitude Entry
Altitudes can be entered into the FMC as three-digit (xxx), four digit (xxxx),
five-digit (xxxxx), or flight level (FLxxx) numbers. The FMC automatically
shows altitude or flight level entries in the proper form based on the transition
altitude. Some data lines further restrict the valid entry forms.
Three digit entries represent altitude or flight levels in increments of 100 feet.
Leading zeros are required.
Examples of three digit (xxx, FLxxx) entries with transition altitude = 10,000
feet:
• 800 feet is entered as 008 or FL008 and shown as 800
• 1,500 feet is entered as 015 or FLO 15 and shown as 1500
• 1 1,500 feet is entered as 1 15 or FL1 15 and shown as FL1 15
• 25,000 feet is entered as 250 or FL250 and shown as FL250.
Four digit entries represent feet, rounded to the nearest ten feet. Leading
zeros are required. This form is used when the altitude does not exceed 9,994
feet.
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Examples of four digit (xxxx) entries with transition altitude = 18,000 feet:
• 50 feet is entered as 0050 and shown as 50
• 835 feet is entered as 0835 and shown as 840
• 1,500 feet is entered as 1500 and shown as 1500
• 8,500 feet is entered as 8500 and shown as 8500
• 9,994 feet is entered as 9994 and shown as 9990.
Five digit entries represent feet, rounded to the nearest ten feet. This form is
used when the altitude exceeds 9,994 feet.
Examples of five (xxxxx) digit entries with transition altitude = 4,000 feet:
• 50 feet is entered as 00050 and shown as 50
• 835 feet is entered as 00835 and shown as 840
• 1,500 feet is entered as 01500 and shown as 1500
• 8,500 feet is entered as 08500 and shown as FL085
• 9,995 feet is entered as 09995 and shown as FL100
• 1 1,500 feet is entered as 1 1500 and shown as FL1 15
• 25,000 feet is entered as 25000 and shown as FL250.
• Negative altitude entries are allowed to -1000 feet.
Airspeed Entry
Airspeeds can be entered into the FMC as calibrated airspeed, CAS, or Mach
number, M. Calibrated airspeeds are entered as three digits (xxx) in knots.
Mach numbers are entered as one, two, or three digits following a decimal
point.
Data Pairs
Many CDU pages show data in pairs separated by a slash 6/.6. Examples of
these pairs include wind direction/speed and waypoint airspeed/altitude
constraints. When entering both values in a pair, the slash is inserted between
the values. When it is possible to enter only one value of the pair, the slash
may not be required. When entering only the outboard value of a pair, the
trailing or leading slash may be entered, but is not required before transferring
to the data line. When entering the inboard value of a pair, the trailing or
leading slash must be entered before transferring to the data line. Omission of
the required slash normally results in an invalid entry message.
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INTENTIONALLY LEFT BLANK
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FLIGHT MANAGEMENT COMPUTER
FMC Databases
The FMC contains three databases:
• Performance database
• Navigation database
• Airline Modifiable Information (AMI).
The performance database supplies all the necessary performance data to the
flight crew. It supplies the FMC with the necessary data to calculate pitch and
thrust commands. All necessary data can be shown on the CDU. The
database includes:
• Airplane drag and engine characteristics
• Maximum and optimum altitudes
• Maximum and minimum speeds.
The crew can enter correction factors for drag and fuel flow to refine the
database.
The navigation database includes most data usually found on navigation
charts. This data can be shown on the CDU or ND. The database contains:
• The location of VHF navigation aids
• Airports
• Runways
• Other airline selected data, such as SIDs, STARs, approaches, and
company routes
• Transition altitudes.
The FMC contains two sets of navigation data, each valid for 28 days. Each
set corresponds to the usual navigation chart revision cycle. The FMC uses
the active data for navigation calculations. The contents of the navigation
database are periodically updated and are transferred to the FMC before the
expiration date of the active data.
The AMI file contains airline specified data. If the FMC senses a conflict in
an AMI value after a new AMI data load, the scratchpad shows the message
CHECK AIRLINE POLICY.
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Thrust Management
The autothrottle is controlled by the thrust management function. The thrust
management function operates the autothrottle in response to flight crew
mode control panel inputs or to automatic FMC commands. Reference thrust
can be selected on the THRUST LIM page. Automatic FMC autothrottle
commands are made while VNAV is engaged. Thrust management:
• Calculates reference thrust limits and thrust settings, or follows FMC
thrust settings
• Commands the thrust levers
• Senses and transmits autothrottle failures
• Commands thrust equalization through the engine electronic controls.
• Thrust limits are expressed as N ; limits. Thrust equalization references
Ni.
• Thrust management calculates a reference thrust for the following thrust
settings:
• TO -Takeoff • CLB 2 - Climb two
• D-TO - Assumed temperature • CRZ - Cruise
takeoff
CLB - Climb
CLB 1 - Climb one
CON - Continuous
G/A - Go-around.
With VNAV active, the reference thrust limit changes for the phase of flight.
Thrust settings can be selected on the THRUST LIM page. The reference
thrust limit displays above EICAS Ni indications.
The flight crew can specify the thrust reduction height where the change from
takeoff to climb thrust takes place by making an entry on the CDU TAKEOFF
REF page. This can be an altitude from 400 feet to 9,999 feet, an entry of 1
for Flaps 1, or an entry of 5 for flaps 5.
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Reduced Thrust Takeoff
Reduced thrust takeoffs lower EGT and extend engine life. They are used
whenever performance limits and noise abatement procedures permit.
Assumed Temperature Thrust Reduction Takeoff
Entering an assumed temperature higher than the actual temperature reduces
takeoff thrust.
The maximum thrust reduction authorized is 25 percent below any certified
rating. Do not use assumed temperature reduced thrust if conditions exist that
affect braking, such as slush, snow, or ice on the runway, or if potential
windshear conditions exist.
The assumed temperature thrust setting is not considered a limitation. The
assumed temperature reduction can be removed. If conditions are
encountered where more thrust is necessary, the crew can manually apply full
thrust.
Derated Thrust Climb
During climb, CLB 1 and CLB 2 derates are gradually removed. In cruise, the
thrust reference defaults to CLB. The reference can be manually selected on
the THRUST LIM page.
Two fixed climb thrust derates can be selected on the THRUST LIM page.
CLB 1 uses a constant 10% derate of maximum climb thrust to 10,000 feet
then increases thrust with altitude linearly to 12,000 feet. CLB 2 consists of a
20% derate of maximum climb thrust to 10,000 feet, then increases thrust
linearly to maximum climb thrust at 12,000.
Use of an assumed temperature reduced thrust takeoff affects automatic
selection of climb derate. For a thrust reduction of up to 5%, maximum climb
thrust is automatically selected by the FMC. For takeoff thrust reductions
from 5% to 15%, CLB 1 is selected. CLB 2 is selected for all takeoff thrust
reductions greater than 1 5%. On the ground, the pilots may override the
automatic climb derate selection after the takeoff selection is complete.
Use of derated climb thrust reduces engine maintenance costs, but increases
total trip fuel.
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Fuel Monitoring
The FMC receives fuel data from the fuel quantity system or from manual
entries. Fuel quantity values are shown on the PERF INIT page as calculated
(CALC), MANUAL, or SENSED. They are shown on PROGRESS page 2/3
as TOTALIZER and CALCULATED. TOTALIZER and SENSED values are
the same data with different names.
The FMC usually uses the calculated value for performance computations.
Before engine start, the calculated value is set to agree with the fuel quantity
indicating system value. When the FMC receives a positive fuel flow signal
at engine start, the calculated value is independent of the fuel quantity system
and decreases at the fuel flow rate.
During fuel jettison, the calculated value is set equal to the fuel quantity
system value. When fuel jettison is completed, the calculated value is
independent of the fuel quantity indicating system and decreases at the fuel
flow rate. This fuel quantity value is shown as CALC (calculated) on the
PERF INIT page and CALCULATED on PROGRESS page 2/3.
If the flight crew inputs a fuel quantity, the line title changes to MANUAL
and replaces the calculated value. Like the calculated value, the manual value
is updated by fuel flow rate.
The calculated value is invalid if fuel flow data is invalid. In this case the
FMC uses the fuel quantity indicating system quantity for performance
computations. The line title on the PERF INIT page changes to SENSED and
is shown as TOTALIZER on PROGRESS page 2/3.
The fuel used by each engine is calculated with its related fuel flow signal.
FUEL USED is shown on PROGRESS page 2/3. It is set to zero on the
ground after engine shutdown, and when the FMC receives a positive fuel
flow at the next engine start.
The scratchpad shows the message fuel disagree-prog 2/3 if the FMC
calculates a large difference between the fuel quantity indicating system
quantity and calculated value. The flight crew should select PROGRESS
page 2/3, and select the fuel value for the FMC to use through landing.
The FMC continually estimates the fuel at the destination airport if the active
route is flown. The CDU message insufficient fuel is shown if the estimate
is less than the fuel reserve value entered on the PERF INIT page.
Note : FMC calculated fuel predictions assume a clean configuration.
Flight with gear or flaps extended cause fuel prediction errors. Fuel
predictions are accurate after the gear and flaps are retracted.
If the actual fuel temperature reaches the minimum value shown on the PERF
INIT page, the EICAS advisory message fuel temp low is displayed.
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Loss of FMC Electrical Power
The FMC must have continuous electrical power to operate. When the
electrical power is interrupted and returns, the FMC automatically restarts.
After the restart, the performance data shown on the PERF INIT page must be
re-entered. The route previously in use is available but must be reactivated.
The flight crew must modify the active waypoint to engage LNAV. Selecting
the applicable active waypoint and proceeding direct or intercepting a course
to the waypoint allows LNAV activation.
FMC FAILURE
Single FMC Failure
The scratchpad shows the message single fmc l or single fmc r after loss of a
single FMC. The EICAS shows the advisory message fmc message. Crew
action is not necessary to change to single FMC operation. LNAV and
VNAV, if active, remain active and all flight plan and performance data is
A software reset may occur while in single FMC operation. The active route
becomes inactive, the performance data is erased, and lnav and vnav (if
engaged) modes fail. To regain FMC operation, activate and execute the
flight plan, enter the necessary performance data, and engage lnav and vnav.
Note : If the MENU page and the scratchpad message timeout reselect is
shown, the FMC is no longer connected to the CDU. Selecting <fmc
prompt connects the CDU to the FMC.
Dual FMC Failure
In the unlikely event that both FMCs fail, LNAV and VNAV will mode fail.
The EICAS advisory message fmc is displayed. The CDUs automatically
supply route data to the NDs, and one of the CDUs supplies LNAV guidance
to the autopilot, lnav can be reselected on the mode control panel. FMS
alternate navigation using the CDUs is discussed in this section.
Dual FMC failure may inhibit the autothrottle system. If it is available, use it
in conjunction with any valid autopilot roll and/or pitch mode.
Note : The MENU page is shown and the <fmc prompt is not shown in line
1 . Push the legs function key to show the ALTN NAV LEGS page,
prog key to show the ALTN NAV PROGRESS page and the nav
rad key to show the ALTN NAV RADIO page.
kept.
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Air Traffic Control Data Link
Most Air Traffic Control data link functions are accomplished on the MFD.
The CDU is used as an input keyboard for downlink message forms. Uplink
messages, which contain route modifications, are loaded into the FMC using
the LOAD FMC function on the MFD ATC page. Execution of an ATC
loaded modification is accomplished using normal FMC modification
procedures.
Refer to Section 6.5, Communications, MFD Communications, for a
description of ATC data link.
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Sec. 6.11 Page 75
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Company Data Link
The airplane communications system enables two-way data link
communications between the FMC and airline operations. A downlink occurs
when data is transferred from the FMC and transmitted through the airplane
communications system to a receiver on the ground. Data may be downlinked
from the FMC either manually or automatically. An uplink is the opposite of
a downlink; data is transmitted from a ground station for input to the FMC.
Data may be uplinked at the discretion of the airline operations dispatcher or
in response to a downlink request.
CDU
CDU
' FMC COMWf\
UPLINK
XXXX
\XXXX UPLINK
XXXXXX
XXXX UPLINK
HiLo
Chime
El CAS
Airplane Information Management System (AIMS)
FMF
Flight
Management
Function
Management System (AIMS)
DCMF
Data
Communications
Management
Function
DISP
Displays
Function
77716016
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Data Link
Downlinks are data link message transmitted to a ground station. Requests
for data and reports of FMC data are two types of downlinks. Requests are
made manually by the flight crew. Reports can be made manually or may
occur automatically.
Uplinks are messages transmitted to the airplane. Most uplinks require
manual selections by the flight crew. Some uplinks are input automatically.
Manual Downlinks
Select a request prompt to start the downlink request for data, request
prompts are on PERF INIT, TAKEOFF REF, DESCENT FORECAST, RTE,
ALTN, ALTN LIST, or RTE DATA pages. Downlink reports of the active
route may be accomplished by selection of the report prompt on the RTE
page and a position report may be downlinked by selection of the report
prompt on the POS REPORT page.
When the communications function is unable to prepare FMC downlinks, the
words fail, no comm, or voice are shown on the CDU pages in place of the
request and report prompts. The data link status is also shown on the FMC
COMM page. Radios supporting data link operations can be reconfigured by
the crew through the MFD COMM function; refer to Section 6.5,
Communications. The status messages are:
• FAIL -
• The AIMs data communications management function is inoperative,
or
• Both the VHF and SATCOM data radios have failed.
• NO COMM -
• The VHF and SATCOM data radios are operational but not
available,
• The VHF data radio has failed and the SATCOM data radio is not
available, or
• The SATCOM data radio has failed and the VHF data radio is not
available.
• voice - All available radios are operating in the voice mode.
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Sec. 6.11 Page 77
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Reports
A report prompt on each page downlinks a unique report applicable to that
page. The pages below contain report prompts.
ROUTE
^REPORT
RTE
REPORT>
f=1 POS REPORT
Report Status
Below is a typical sequence of status in response to sending a report.
ISelection of REPORT
<REPORT
REPORTING
Report being
transmitted
<REPORT SENT
Report
acknowledged
by ground
station
Automatic Downlinks
The FMC can be configured by the airline to automatically transmit
downlinks of FMC data at predetermined points during the flight or in
response to specific data requests from the airline dispatcher. The FMC
response in these cases is completely automatic and no flight crew action is
necessary.
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Uplinks
Uplinked data may be loaded automatically or may require flight crew action.
Two uplinks automatically load data into the FMC and do not require
execution. Uplinked data that waits in system memory for flight crew action
are considered to be pending.
A pending uplink is included or discarded when the flight crew selects the
applicable prompt. Flight crew response to an uplink depends on the type of
uplink. Flight crew action is made with accept/reject or load/purge
prompts, FMC modification erase prompt or exec key, or when the page with
the uplink is selected. Glareshield-mounted accept and reject switches operate
the same as the CDU accept/reject prompts.
Data can be uplinked from the airline system directly to the PERF INIT,
TAKEOFF REF, DESCENT FORECAST, RTE, ALTN WX, and WIND
pages. The uplinks are annunciated to the crew by the «fmc EICAS
communications alert and a Hl-EO Chime. The uplink is identified by a CDU
scratchpad message and by the presence of an uplink label over the applicable
COMM page prompt.
Takeoff uplinks are not annunciated until:
• Gross weight is entered on the PERF INIT page
• A route is activated
• The active route has a departure runway (and intersection, if applicable)
matching the TAKEOFF uplinks (up to six takeoff records can be
uplinked).
If there is no active route, wind uplinks are not annunciated, and the <wind
prompt on the COMM page is not shown.
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Requests
A request prompt on each page downlinks a unique request applicable to that
page. The pages below contain request prompts.
E3
E3
PERF INIT
TAKEOFF REF
FOR
r
E3
DESCENT FORECAST
RTE
E3
< request ( Not Operational on CAL AC FT)
< REQUEST ALTN
E3
I ALTN LIS"
<REQU
Os
ALTN LIST (Not Operational
on CAL AC FT)
EE] RTE DATA
Request Status
Below is a typical sequence of status in response to sending a request.
Selection of REQUEST
<REQUEST
REQUESTING
SENT
<REQUEST
Request being
transmitted
77716020
Request
acknowledged
by ground
station
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FMC Data Link Uplinks (Accept/Reject)
accept and reject are shown on the PERF INIT, TAKEOFF 1/2, and ALTN
pages after receipt of uplink data.
Uplink data is shown initially in small font for preview.
Select accept prompt:
• Shows uplinked data in large font
• Replaces previous data with uplinked data
• Page changes to pre-uplink format
• Clears scratchpad message
• Transmits a downlink accept message.
Select reject prompt:
• Replaces uplinked data with previous data
• Page changes to pre-uplink format
• Clears scratchpad message
• Transmits a downlink reject message.
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Sec. 6.11 Page 81
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FMC Data Link Uplinks (Load/Purge)
EE]
PERFINIT DATA
=REJECT ACCEPT
PERF INIT UPLINK
EE]
J)
EE]
TAKEOFF DATA
^REJECT ACCEPT:
TAKEOFF DATA UPLINK
i
E3
EE]
j TAKEOFF DATA
<REJECT ACCEPT>
I TAKEOFF DATA LOADED
EE]
J)
EE]
ALT N DATA
<REJECT ACCEPTS
, ALTN UPLINK
EE]
(Not Operational
on CAL AC FT)
EE)
ALTN DATA
^REJECT ACCEPT>
ALTN INHIBIT UPLINK
EE]
load and purge are shown on the DESCENT FORECAST page after receipt
of uplink data, load and purge are shown on the active RTE 1 or RTE 2 page
when there is an uplink to the inactive route.
Select load prompt:
• Loads uplinked data into FMC for viewing
• Clears scratchpad message
• Replaces previous data with uplinked data
• Page changes to pre-uplink format
• Transmits a downlink accept message.
Select purge prompt:
• Replaces uplinked data with previous data
• Page changes to pre-uplink format
• Clears scratchpad message
• Transmits a downlink reject message.
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E3
FORECAST UPLINK
<LOAD PURGE>
.DES FORECST UPLINK READY ,
^ /J
ROUTE UPLINK
<LOAD PURGE:
ROUTE 1(2) UPLINK READY
V KOU I b 1(2) UPLINK KLAUY 1
13 Uplink to inactive route
FMC Data Link Uplinks (Load/Exec-Erase)
load shows on the RTE and WIND pages after receipt of uplink data.
After the uplinked data is loaded, the exec light illuminates and the erase
prompt is shown.
Select load prompt:
• Loads uplinked data into FMC
• Loaded data can be viewed
• Clears scratchpad message
• Replaces existing data with modified uplinked data
• Page title changes to MOD
• Shows erase prompt
• Illuminates exec light.
Push the exec key to:
• Put modified data in active flight plan
• Change page format to pre-uplink format
• Transmit a downlink accept message.
Select erase prompt to:
• Remove modified data
• Return page display to pre-uplink format
• Transmit a downlink reject message.
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Sec. 6.11 Page 83
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EE]
ROUTE UPLINK
<LOAD
ROUTE 1(2) UPLINK READY
EE! EE]
<ERASE
VS
EEl
EXEC
EE!
WIND DATA
LOAD>
WIND DATA UPLINK READY
EE! EE!
<ERASE
EE]
EXEC
FMC Data Link Uplinks (Automatic)
FLT NO can be automatically uplinked and loaded. FLT NO automatically
loads into the RTE 1/x page without flight crew action.
The scratchpad messages flight number uplink or altn list uplink stay in the
scratchpad display queue until the applicable CDU page is selected.
[^FLIGHT NUMBER UPLINK jj ^ALTN LIST UPLINK j j
(Not Operational
on CAL AC FT)
DATA LINK MANAGEMENT
The flight crew should monitor system status of FMC data link. This is
accomplished on various CDU pages or on the FMC COMM page. Changes
to data link system operating modes area accomplished with the comm
function on the display select panel.
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CDU Data Link Status Displays
Data link operation is verified when the correct line title is above the related
prompt. In the example below, the line title route is above the request and
report prompts on the RTE page.
ACT RTE 1
ROUTE
<REQU EST
ROUTE
<RE PORT
77716025
When the data link system is not operating, CDU page prompts change to no
comm and the line titles change to data link.
ACTRTE 1
DATA LINK
NOCOMM
DATA LINK
NOCOMM
J)
77716026
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FMC Communications Page
General data link status is shown on the FMC COMM page. Page select
prompts are shown for each FMC page with access to data link data.
B
B
B
B
B
FMC COMM
UPLINK
< RT E 1
UPLINK | 2 )
ALTN
POS REPORT"
< PERF
^TAKEOFF
< W I ND
<DES FORECAST
B
B
B
B
B
READY-I ^ I
DATA LINK
Unlink Status
The page line heading shows uplink when an uplink message is pending
and all preprocessing is complete. Preprocessing of uplinks makes sure
all of the prerequisite data is available before the uplink message can be
selected. Examples of preprocessing include:
• RTE, PERF, TAKEOFF, and WIND uplinks are held until route
activation or modifications are complete.
• Subsequent uplinks of the same type are held until previous uplinks
are included or discarded by the flight crew.
• TAKEOFF uplink is held until gross weight is entered, a pending
PERF uplink is included or discarded, or a takeoff runway is entered.
When both ALTN and ALTN LIST uplinks are pending, (2) is shown to
the right of UPLINK in the line heading. (Not operational on CAL
ACFT.)
The EICAS message «fmc is shown whenever any uplink message is
pending.
© Data Link
Shows the data link system status.
System status can be:
• READY
• NO COMM
• VOICE
• FAIL
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Page Select Prompts
Selection of any of these prompts shows the related page:
• RTE 1 (2) • WIND
• ALTN • DES FORECAST
• PERF • POS REPORT
• TAKEOFF
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FMC PREFLIGHT
Introduction
FMC preflight is required before flight.
Completion of the FMC preflight requires data entry in all minimum required
data locations. Entry of all required and optional preflight data optimizes
FMC accuracy.
Data link can be used to load preflight data from airline ground stations.
Using data link reduces the number of required flight crew actions. Manual
flight crew entries replace existing data.
Data link can also be used to load takeoff data onto the TAKEOFF REF
pages.
Preflight Page Sequence
The usual FMC power-up page is the identification page. Preflight flow
continues in this sequence:
• Identification (IDENT) page
• Position initialization (POS FNIT) page
• Route (RTE) page
• DEPARTURES page (no prompt)
• Navigation radios (NAV RAD) page (no prompt)
• Performance initialization (PERF INIT) page
• Thrust limit (THRUST LIM) page
• Takeoff reference (TAKEOFF REF) page
• Some of these pages are also used in flight.
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Minimum Preflight Sequence
I DENT
POSINIT>
E3'
ZZZZZ2-
EXEC
POSINIT
ROUTE>
■ EXEC LIGHT ILLUMINATES
ACT RTE 1
PERF/INIT>
E3'
PERF INIT
THRUST LIM>
THRUST LIM
TAKEOFF> F=\
TAKEOFF REF
THRUST LIM> \ =
77716028
During preflight, a prompt in the lower right of the CDU page automatically
directs the flight crew through the minimum requirements for preflight
completion. Select the prompt key to show the next page in the flow. If a
required entry is missed, a prompt on the TAKEOFF page leads the flight
crew to the preflight page that is missing data.
Airplane inertial position is necessary for FMC preflight and flight instrument
operation.
A route must be entered and activated. The minimum route data is origin and
destination airports, and a route leg.
Performance data requires entry of airplane weights, fuel reserves, cost index
and cruise altitude.
Takeoff data requires a flap setting and center of gravity.
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Supplementary Pages
Supplementary pages are sometimes required. These pages must be manually
selected. Manual selection interrupts the usual automatic sequence.
Discussions of each page include methods to show the page manually.
When the route includes SIDs and STARs, they can be entered into the
preflight using the DEPARTURES or ARRIVALS pages.
Route discontinuities are removed, the route is modified, and speed/altitude
restrictions are entered on the RTE LEGS page. The RTE LEGS page is
described in the FMC Cruise in this section.
Alternate airports are added on the ALTN page. The ALTN page is described
in the FMC Descent/ Approach in this section.
Waypoints, navigation, airport, and runway data is referenced on the REF
NAV DATA page. The REF NAV DATA page is described in the FMC
Cruise in this section.
Fixed takeoff thrust derates can be changed on the AIRLINE POLICY page.
VNAV performance is improved if the forecast winds and temperatures are
entered during the preflight. Wind and temperature data for specific
waypoints are entered on the WIND page. The WIND page is described in
the FMC Cruise in this section.
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Preflight Pages - Part 1
The preflight pages are presented in the sequence used during a typical
preflight.
Initialization/Reference Index Page
The initialization/reference index page allows manual selection of FMC
pages. It gives access to pages used during preflight and not usually used in
flight.
A L T N LIST
APPROACH REF
MAINTENANCE INDEX
P E R F I N I T
REF NAV DATA
TAKEOFF REF
THRUST LIM
Or
©-
i< I N I
-EE)'-
-EE)'-
-EE-
-E3"
INIT/REF INDEX
< I D E N T NAV DATA >
<POS A L T N >
< P E R F
<THRUST LIM
< TAKEOFF
< APPROACH MAI N T >
ttEEh
EEh
EE
EE
EE
HEE-
Identification (IDENT)
The IDENT page is used verify basic airplane data and currency of the
navigation database.
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® Position (POS)
The POS INIT page is used for ADIRU initialization.
The POS INIT page is also used for initialization of SAARU heading in
the event the ADIRU fails.
The PERF INIT page is used for initialization of data required for VNAV
operations and performance predictions.
® Thrust Limit (THRUST LIM)
The THRUST LIM page is used to select thrust limits and derates.
© TAKEOFF
The TAKEOFF REF page is used to enter takeoff reference data and V
speeds.
© APPROACH
The APPROACH REF page is used for entry of the approach V RE f speed.
® NAV DATA
The REF NAV DATA page is used for data on waypoints, navaids,
airports, and runways. NAV DATA pages are accessible only from this
page.
® Alternate (ALTN)
The ALTN page is used for alternate airport planning and diversions.
® Maintenance (MAINT)
For maintenance use only; shows maintenance pages.
®
Performance (PERF)
FLT MGT NAV
Sec. 6.11 Page 92
Rev. 05/01/02 #8
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Flight Manual
Identification Page
Most of the data on this page is for flight crew verification. Active date and
drag / fuel flow accept manual entries.
The flight crew verifies FMC data, selects a navigation database, and checks
or modifies drag and fuel flow factors on the identification page.
INIT/REF INDEX
-E3-
■< I D E NT
©-
©
EE
Ed
-EEJ
I D E NT
MODEL ENGINES
7 77-200 GE90-90B-
NAVDATA ACTIVE
►B068904001 APR1 9 MAY 1 6/0 0'
MAY17JUN14/0 0
D R AO/F F
+ 0 . 0 / +0.0
N DE::
P O S I N I T >- I | |
'E3-
EE]
®
4)
77716030a
MODEL
Shows the aircraft model.
NAV DATA
Shows the navigation database identifier.
INDEX
Push - Shows the INIT/REF INDEX page.
ENGINES
Shows the engine model and thrust rating. Header displays INTERMIX
RATING for engine intermix installations.
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Sec. 6.11 Page 93
Rev. 11/01/01 #7
® ACTIVE
Shows the effective date range for the active navigation database.
The active navigation database may be out of date. It can be changed to
the inactive navigation database. Push the date range prompt of the
inactive navigation database to copy that date into the scratchpad. Push
the date range prompt of the active navigation database to transfer the
scratchpad date up to the ACTIVE database line. The previous active
date moves down to the inactive date line.
The line title ACTIVE is above the active navigation database date. No
line title is above the inactive navigation database date. The navigation
database date can be changed only on the ground. Changing the
navigation database removes all previously entered route data.
When an active database expires in flight, the expired database continues
to be used until the active date is changed after landing.
© INACTIVE DATE RANGE
Shows the affectivity date range for the inactive navigation database.
® DRAG/FF
Shows the current aircraft drag and fuel flow correction factors.
Valid data range from -5.0 to +9.9.
® Position Initialization (pos init)
Push - Shows the POS INIT page.
FLT MGT NAV
Sec. 6.11 Page 94
Rev. 05/01/01 #6
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Flight Manual
Position Initialization Page 1/3
The position initialization page allows airplane present position entry for
ADIRU alignment. The same page is used to enter the heading for SAARU
initialization when the ADIRU is inoperative. There are three POS pages.
Data on the first page is used to initialize the ADIRU. In the event the
ADIRU becomes inoperative in flight, initialization of the SAARU heading is
accomplished on this page.
I INIT I
1 ref I Inertial position not entered
-EE-
INIT/REF INDEX
EE
0 EE
® EE
-EEr
EE
-EE!
P OS I N IT 1/3
LAST POS
N47° 32. 4 W1 2 2 ° 1 8 . 6
REF AIRPORT
UTC GPS POS
4 3 0 Z N 4 7 ° 3 2 . 4 W1 2 2 ° 1 8 . 6'
SET INERTIAL POS
[mm □ nm-m d
U N D EX
ROUTE:
Viz
WEE-
EE
EE
,g
©
'EE-
EE
EE
UTC GPSPOS
1 4 3 0 Z N47'32.4 W12218.6
SET H DG
EE
EE
EE
Reference Airport (ref airport)
The reference airport entry allows entry of the departure airport to show
the airport latitude/longitude.
Optional entry.
Valid entries are ICAO four letter airport identifiers.
Shows the latitude and longitude of the reference airport.
Removes previous GATE entry.
Entry blanks at lift-off.
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FLT MGT NAV
Sec. 6.11 Page 95
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© GATE
The gate entry allows further refinement of the latitude/longitude
position.
Optional entry after the reference airport is entered.
Valid entry is a gate number at the reference airport.
Shows the latitude and longitude of the reference airport gate from the
navigation database.
Changes to dashes when a new reference airport is entered.
Entry blanks at lift-off.
© Universal Time Coordinate (utc)
utc (gps) - Displays time from GPS.
® INDEX
Push - Shows the INIT/REF INDEX page.
© Last Position (last pos)
Shows the last FMC calculated position.
© GPS Position (gps pos)
Displays the GPS present position. During preflight, the gps pos may not
display due to satellite availability, performance, or unfavorable
geometry.
® Set Inertial Position (set inertial pos)
The set inertial position entry is required to initialize the ADIRU. Select
the most accurate latitude/longitude from LAST POS, REF AIRPORT,
GATE, GPS POS, or a manual entry to initialize the ADIRU.
If an entry is not made before the ADIRU finishes the initial alignment,
the scratchpad message enter inertial position is shown.
If an entered position fails the ADIRU internal check, the scratchpad
shows the message enter inertial position. If the manually entered
position fails the ADIRU check after the position is entered a second
time, the scratchpad message alignment reinitiated is shown.
The entered position is also compared with the FMC original airport
position. If the entered position is not within 6 NM of the FMC original
airport position, the scratchpad shows the message inertial/origin
DISAGREE.
FLT MGT NAV
Sec. 6.11 Page 96
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Flight Manual
Dashes are shown when the ADIRU is in the automatic realignment mode
and can receive a new position update. Enter the most accurate inertial
position to remove any accumulated ADIRU position errors.
Enter airplane position latitude and longitude.
Boxes are shown within one minute of ADIRU power-up.
Blanks when the ADIRU changes from the alignment to the navigation
mode.
Blanks when the airplane is moving or has not been stationary for a
minimum of six minutes.
Dashes are shown when the ADIRU enters the automatic realignment
mode on the ground.
New inertial position entries can be made after dashes are shown during
ADIRU automatic realignment. New entries are shown for 2 seconds.
After 2 seconds, dashes are shown to allow entry of another position.
Dashes display in flight when ADIRU is inoperative.
Entry of magnetic heading initializes SAARU.
Valid entry is 0 to 360 (0 or 360 displays as 360°). Entered heading
displays in large font for two seconds, followed by dashes.
®
ROUTE
Push - Shows the ROUTE page.
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Sec. 6.11 Page 97
Rev. 05/01/01 #6
Position Reference Page 2/3
Position reference page 2 shows the positions calculated by the FMC,
ADIRU, GPS, and radio navigation receivers. The FMC position can be
updated to ADIRU, GPS, or radio position on this page.
This page shows latitude/longitude or bearing/distance. All position displays
are in actual latitude and longitude, as calculated by the related system. The
ADIRU, GPS, and radio position data can be changed to bearing/distance.
0
PREV
PAGE
IT
POS RE F
3/3
Tl
NEXT
PAGE
POS I Nl T
1/3
POS RE F
FMC (GPS)
•N4 7 ° 32 .4 W1 2 2 '
I N ERT I A L
•N4 7 ° 32 .4 W1 2 2 '
GPS
•N4 7 ° 32 .4 W1 2 2 '
RADIO
■N4 7 ° 32 .4 W1 2 2 '
RNP / ACTUAL
-2 .0 0 / 0 . 1 2 NM
2/3
UPDATE
18.6 ARMS-
ACTUAL 5.70
18.7
ACTUAL 0.12
18.6
ACTUAL 2.30
18.6
DUE D M E
P DX SEA-
: INDEX
BRG/ DIST>-i^3
FMC
The source used by the active FMC for position data is shown next to the
FMC line title. In the example, the FMC uses GPS for position data.
Shows the FMC calculated latitude/longitude.
Identifies the source for calculating the FMC position:
• gps - The position is calculated from GPS position data
• inertial - The position is calculated from ADIRU position data
• radio - The position is calculated from navigation radio position
data.
FLT MGT NAV
Sec. 6.11 Page 98
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® INERTIAL
Shows the latitude/longitude position as determined by the ADIRU.
® GPS
Shows the latitude/longitude position as determined by the GPS.
® RADIO
After airborne, shows the latitude/longitude position as determined by the
navigation radios.
® Required Navigation Performance and Actual Navigation Performance
(rnp / actual)
Displays RNP values stored in the navigation database for departure and
arrival procedures; or, if there are none, displays the default values stored
within the FMC by flight phase. Also displays FMC actual navigation
performance (ACTUAL).
Displays RNP values stored within the FMC by flight phase. Also
displays FMC actual navigation performance (ACTUAL).
Default RNP is in small font.
Valid RNP entries are in the range 0.01 to 99.9. ACTUAL entry not
allowed.
When ACTUAL exceeds RNP, the EICAS message nav unable rnp
displays.
Note : The FMC stops GPS updating if GPS data accuracy degrades
due to satellite availability or unfavorable geometry, or if the
flight crew inputs a small RNP value. Subsequently, the FMC
receives updates from another system.
® INDEX
Push - Shows the INIT/REF INDEX page.
UPDATE ARM
Push-
• Arms the FMC position update function
• Changes the prompt to armed
• Adds now prompts to right side of INERTIAL, GPS, and RADIO
lines.
Push a now prompt key to update FMC position to the selected source.
® ACTUAL - INERTIAL
Shows the actual navigation performance of the ADIRU.
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FLT MGT NAV
Sec. 6.11 Page 99
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®
ACTUAL - GPS
Shows the actual navigation performance of the GPS.
W ACTUAL -RADIO
Shows the actual navigation performance of radio updating.
W Radio Update Station(s)/Mode
Shows the radio station identifiers.
Position update mode is indicated in the line title:
• DME DME
• VOR DME.
@ Bearing/Distance (brg/dist) or Latitude/Longitude (lat/lon)
Push - Alternates the position data format between bearing/distance or
latitude/longitude.
The page illustration is shown in the latitude/longitude display format.
Latitude/longitude format displays are actual position.
Bearing/distance format shows the bearing and distance of the other
position sources relative to the FMC position.
FLT MGT NAV
Sec. 6.11 Page 100
Rev. 05/01/01 #6
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Flight Manual
Position Reference Page 3/3
On position reference page 3, the flight crew can observe the calculated
positions from the left and right GPS receivers and the left and right FMC
calculations. This page also allows the flight crew to enable or disable GPS
position updates.
This page can be shown in the bearing/distance or latitude/longitude format.
The bearing/distance format shows the bearing and distance of the position
sources relative to the active FMC position on the POS REF 2/3 page. In the
example, both the left and right GPS agree with the left FMC position.
©-
NEXT
PAGE
POS REF
PREV
PAGE
POS I N I T
-EB
-EB
-EB
-E3
E3
-EB
POS REF
GPS L
000° / 0. 0NM
GPS R
000° / 0. 0NM
FMCL (PRIj
000° / 0. 0NM
FMC R
•270° / 0. 7NM
3/^
< I N D EX
GPS NAV
OF F <> ON>
L AT/ L O N >•
EB
EB
EB
EB
WEB-
>EB-
^3
®
GPSL
Shows the left GPS position.
GPS R
Shows the right GPS position.
FMC L
Shows the left FMC calculated position.
Primary (pri) is shown when the left FMC is active and the right FMC is
inactive.
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®
FMC R
Shows the right FMC calculated position.
pri is shown when the right FMC is active and the left FMC is inactive.
Push - Alternately selects gps nav on (enabled) and off (disabled).
off - GPS position data is not available to the FMC. off is shown in
large green letters and on is shown in small white letters.
on - GPS position data is available to the FMC. on is shown in large
green letters and off shown is in small white letters.
Note : When power is initially applied to the airplane or when engines
are shut down, gps nav is set to on.
® Latitude/Longitude (lat/lon) or Bearing/Distance (brg/dist)
Push - Alternately changes the display of position data on POS REF 2/3
and 3/3 to latitude/longitude format or bearing/distance format.
The page illustration is shown in the bearing/distance display mode.
INDEX
Push - Shows the INIT/REF INDEX page.
FLT MGT NAV
Sec. 6.11 Page 102
Rev. 05/01/01 #6
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Flight Manual
Route Page 1/X
Two routes (rte 1 and RTE 2) can be shown in air traffic control format.
Routes can be entered by the flight crew or uplinked through data link. All
routes have two or more pages. The first route page shows origin and
destination data. Subsequent route pages show the route segments between
waypoints or fixes, route 1 and route 2 allow management of alternate or
future routes while leaving the active route unmodified, route 2 has an
identical page structure as route 1 . When rte 2 is active, page display logic is
the same as rte 1 .
P O S I N I T
1 /3l
ABCD ARRIVALS
ABCD DEPARTURES
TAKEOFF REF
ROUTE> | I
RT E 2
j <RTE 1 F M C C O M M
| RTE | On ground
©-
-E3'
-E3-
EEl
(?) l=>H<RTr: 2
RTE
PRIG I N
TTTTI
1 /2
PEST
rrrm
RUNWAY
ROUTE
<REQUEST
CO ROUTE
-E3-
ALTN
A C T I VAT E >
<$)
0
Page Title
White when the route is active.
Cyan when the route is inactive.
The white shaded word mod is put to the left of the page title when the
route is modified and the change is not executed.
Multiple route pages are indicated by the page sequence number to the
right of the title. The minimum number of route pages is 2.
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Sec. 6.11 Page 103
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® ORIGIN
Entry:
• Must be a valid ICAO identifier in the navigation database.
• Is made automatically when a company route is entered.
• Enables direct selection of departure and arrival procedures.
• Is required for route activation.
• Shows mod in page title of an active route.
• Entry on the ground deletes route; in flight, entries are valid on the
inactive route.
® RUNWAY
Enter the applicable runway for the origin airport. Runway must be in the
navigation database. Entry is optional.
New entries on an active route cause mod to show in the route title.
Automatically entered when part of a company route.
Can be selected on the DEPARTURES page.
FMC deletes runway after the first waypoint is crossed.
® ROUTE REQUEST
Push - Transmits a data link request for a flight plan route uplink.
Flight crew can operationally fill in origin, destination, runway, flight
number, company route name, or route definition to qualify request.
® RTE2
Push - Shows the RTE 2 page 1/x.
Allows access to an inactive route for creation and modification or
activation.
Inactive route modifications do not alter the active route.
Prompt changes to RTE 1 when rte 2 is shown.
FLT MGT NAV
Sec. 6.11 Page 104
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Flight Manual
Destination (dest)
Entry:
• Must be a valid ICAO identifier in the navigation database.
• Is made automatically when a company route is entered.
• Enables selection of departure and arrival procedures.
Flight Number (flt no)
Enter the company flight number.
Entry is optional for activation of the route.
Limited to 10 characters.
Flight crew entered or uplinked.
Flight number is included in the PROGRESS page title.
Flight number can be entered on multifunction comm display ATC
A company route can be called from the navigation database by entering
the route identifier. The data supplied with a company route can include
origin and destination airports, departure runway, SID and STAR, and the
route of flight. All company route data is automatically entered when the
route identifier is entered.
An entry is optional for activation of the route.
Enter a company route identifier.
Valid entry is any flight crew entered or uplinked company route name.
If the name is not contained in the NAV database, the entry is allowed
and the scratchpad message not in database is shown.
Entry of a new company route replaces the previous route.
In-flight entry is inhibited for the active route.
LOGON page.
®
Company Route (co route) (Not operational on CAL ACFT)
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Sec. 6.11 Page 105
Rev. 05/01/01 #6
Alternate (altn)
Push - Shows the ALTN page.
ACTIVATE
Push the activate key to arm the route for execution as the active route.
When the execute key is pushed, the route becomes the active route and
the activate prompt is replaced with the next required preflight page
prompt.
Push - Prepares the selected route for execution as the active route.
Activation of a route is required for completion of the preflight.
Shown on inactive route pages.
After route activation, the activate prompt is replaced by:
• perf init, when the required performance data is incomplete, or
• takeoff when the required performance data is complete.
More Route Page Prompts for an Active Route
-E3'
-E3-
ROUTE
<REQUEST
ROUTE
< R E P O RT
ROUTE
< P R I N T
CO ROUTE
RTE COPY>
A LT N >
'EEr-
®
ROUTE REPORT
Push - Transmits the active route to the company via data link downlink.
ROUTE PRINT
Push - Sends the active route to the flight deck printer.
Route Copy (rte copy)
Push - Copies the entire active route (RTE x) into the inactive route
(RTE y).
Shown only on the active route page.
Shows complete after the route is copied.
FLT MGT NAV
Sec. 6.11 Page 106 7 77
Rev. 05/01/01 #6 Continental Flight Manual
INTENTIONALLY LEFT BLANK
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Sec. 6.11 Page 107
Rev. 05/01/01 #6
Route Page 2/X
The subsequent route pages 2/X through X/X, show the route segments in air
traffic control format. Route segments are defined as direct routing, airways,
or procedures with start and end points such as waypoints, fixes, navaids,
airports, or runways. More waypoints for each route segment are shown on
the RTE LEGS page.
RT E 1
0-
Rte in air
I?
EE
EE
EE
EE
EEl
EE
RTE 1
►VIA
LACRE3. VAMPS
V2
V336
APPP TRANS
I LS32R
<RTE 2
2/2
TO
VAMPS
E L N
EPH
(INTC)
RW32R
ACTIVATE>
EE
EE
EE
EE
EE
EE
®
VIA
The via column shows the route segment to the waypoint or termination
shown in the to column. Enter the path that describes the route segment
between the previous waypoint and the segment termination.
Enter an airway in the via column and boxes are shown in the to column.
Valid entries can also include procedures or DIRECT. Procedures are
usually entered through selections on DEPARTURES and ARRIVALS
pages. DIRECT is usually entered as a result of entering a TO waypoint
first.
Valid airways must:
• Contain the fix entered in the TO waypoint, and
• Contain the previous TO waypoint, or
• Intersect the previous VIA route segment.
Dashes change to direct if the TO waypoint is entered first.
FLT MGT NAV
Sec. 6.11 Page 108
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Flight Manual
Dashes are shown for the first VIA beyond the end of the route.
Invalid VIA entries show the scratchpad entry invalid entry.
Invalid VIA entries are:
• Airways and company routes which do not contain the TO waypoint
of the previous line.
• Airways that do not intersect the previous airway.
• Airways or company routes that are not in the navigation database.
The start and end waypoints determine whether the entered airway is
valid. The route segment must contain the waypoint entered in the TO
position. The TO waypoint of the previous route segment must be the
same as the start point of the next route segment or a route discontinuity
is created between the segments.
Entry of a SID or transition automatically enters the VIA and TO data for
the route segments of the SID. A SID automatically links to the next
route segment when the final SID waypoint is part of the route segment.
When no SID is used, entering an airway on the first line of page 2
initiates an airway intercept from the runway heading and:
• Replaces the airway with dashes in the first line VIA.
• Shows boxes in the first line TO waypoint.
• Moves the airway to line 2 after the TO waypoint is entered.
• Enters the first fix on the airway nearest to being abeam of the
departure heading in the airway line TO waypoint.
A route can contain segments formed by the intersection of two airways.
Entering two intersecting airways in successive VIA lines without a TO
waypoint causes the FMC to create an airway intersection waypoint to
change from one segment to the next. The FMC created waypoint
intersection (intc) is automatically shown in the first airway segment TO
waypoint.
lacre3.vamps is an example of a SID selection made on the
DEPARTURES page.
V2 and V336 are examples of airway entries.
app trans is an example of a STAR selection made on the APPROACH
page.
ILS32R is an example of an approach selection made on the APPROACH
page.
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Sec. 6.11 Page 109
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(D
TO
Enter the end point of the route segment specified by the VIA entry.
Entry of a waypoint in the to column without first entering a VIA airway
shows direct in the via column.
Data input is mandatory when boxes are shown.
Valid waypoint entries for a DIRECT route segment are any valid
waypoint, fix, navaid, airport, or runway.
Valid waypoint entries for airways are waypoints or fixes on the airway.
Dashes are shown on the first TO waypoint after the end of the route.
FLT MGT NAV
Sec. 6.11 Page 110
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Departure/Arrival Index Page
The departure and arrival index page is used to select the departure or arrival
page for the origin and destination airports for each route. The index also
allows reference to departure or arrival data for any other airport in the
navigation database.
Departure and arrival prompts are available for the origin airport. Destination
airports have only arrival prompts.
AR RIVALS
DEPARTURES
<INDEX
DEP
ARR
NO ACTIVE
ROUTE
DEP/ ARR INDEX
RT E 1 ( ACT )
<DEP KBFI ARR:
77716037
Departure (dep) - Route 1
Push - Shows the departure page for route 1 origin airport.
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vs) Departure (dep) - Route 2
Push - Shows the departure page for route 2 origin airport.
® Departure (dep) - Other
Shows the departure page for the airport entered into this line through the
scratchpad.
dep prompt for OTHER allow display of departure data about airports
that are not an origin or destination. The data can be viewed but cannot
be selected because the airport is not on the route.
® Arrival (arr) - Route 1 Origin
Push - Shows the arrival page for route 1 origin airport. Origin airport
arrivals selection is used during a turn-back situation.
© Arrival (arr) - Route 1 Destination
Push - Shows the arrival page for route 1 destination airport.
© Arrival (arr) - Route 2 Origin
Push - Shows the arrival page for route 1 origin airport. Origin airport
arrivals selection is used during a turn-back situation.
® Arrival (arr) - Route 2 Destination
Push - Shows the arrival page for route 1 destination airport.
® Arrival (arr) - Other
Shows the arrival page for the airport entered into this line through the
scratchpad.
arr prompt for other allow display of arrival data about airports that are
not an origin or destination. The data can be viewed but cannot be
selected because the airport is not on the route.
FLT MGT NAV
Sec. 6.11 Page 112
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Departures Page
The departures page is used to select the departure runway, SID, and
transition for the route origin airport.
The departures page for the inactive route is shown when the dep arr function
key is pushed with an inactive RTE or RTE LEGS page is shown.
DEP/ ARR INDEX
< DEP KBFI ARR >
77716038
® Standard Instrument Departures (sids)
Shows SIDS for the airport and runway selections.
Without the selection of a runway on the RTE 1/X page, the initial
display contains all of the data for the airport runways and SIDS. As
selections are made, incompatible options are removed. SID transitions
are shown after a SID is selected.
© Transitions (trans)
Shows transitions compatible with the selected SID.
Push-
• Selects transition for entry in the route
• Other transitions no longer display.
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® Engine Out (eo) SIDS
Displays airline-defined single engine-out SIDs for selected airport. EO
SID can be viewed before takeoff by line selecting and selecting the
LEGS page, eo sid automatically selected during takeoff if an engine-out
detected prior to "flaps up." The modification can be either executed or
erased. If an eo sid does not exit, none displays.
Push - Displays eo sid as the selected SID.
® ERASE or INDEX
erase is shown when a route modification is pending, index is shown
when no route modification is pending.
erase push - Removes route modifications that are not executed and
shows the original route.
index push - Shows the DEP/ARR INDEX page.
® RUNWAYS
Shows a list of runways for the selected airport.
The runway selected on the RTE 1/X page is shown as <sel> or <act>
when this page is shown.
Push-
• Selects runway for use in the route. All other runways no longer
display.
• SIDs associated with selected runway remain, all others no longer
display.
• Subsequent change of a runway deletes departure procedures
previously selected.
© ROUTE
Push - Shows the related RTE page.
Selecting Options
Selecting an option shows <sel> inboard of the option, and a route
modification is created. When the modification is executed, the <sel>
becomes <act>. Leaving the page and returning shows all options and the
<sel> or <act> prompts.
FLT MGT NAV
Sec. 6.11 Page 114
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Navigation Radio Page
VOR and ILS navigation radio tuning is normally automatic. ADF radios are
manually tuned. The CDU NAV RADIO page shows the VOR, ILS, and
ADF radio status and allows manual control of these radios. Entering data on
this page manually tunes the selected navigation radio. Manually selected
VOR courses can also be entered.
VOR
NAV
RAD
NAV RADIO
VOR L VOR R
I M- 1 1 6. 80 A SEA ELNM117.90
' CRS RADIAL CRS
I >Hl 60 1 41 253
ADF L ADF R
F=l 362. 0BFO
ILS-MLS
F=l < 1 1 0. 90/ 1 28- PARK
EE]
PRESELECT
EE
EE]
E3
EE]
EE]
EE]
77716039
vor l and vor r
Left and right VOR data are shown on the CDU. VOR tuning status is
shown adjacent to the VOR frequency. The automatic tuning mode
operates for procedure flying, and route operations. Enter the frequency
or identifier to manually tune a VOR. VORs are tuned automatically by
the FMC in the following priority:
• p - Procedure autotuning. The FMC selects navaids necessary for
approach or departure procedure guidance.
• R - Route autotuning. The FMC selects navaids on the active route.
The navaid must be the previous VOR or a downpath VOR within a
certain range of aircraft position.
• A - Autotuning. The FMC selects the best available valid navaid.
An "m" shows the VOR is tuned manually. Manual tuning takes priority
over FMC tuning.
FLT MGT NAV
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Flight Manual
Continental
Sec. 6.11 Page 115
Rev. 05/01/01 #6
Note : When magnetic variation at the airplane location and the VOR
are far different, the ND VOR radial and ND POS green vector
do not point directly to the VOR. This difference decreases as
the airplane gets closer to the VOR.
Valid entries:
• VOR or non-ILS DME identifier or VOR frequency.
• VOR identifier or frequency/course; the course shows on the CRS
line.
Tunes associated DME.
The identifier and frequencies are green and tuning status is white.
VOR course is green. Radial is white.
Blank when in autotune mode.
Valid entry is a three-digit course. Data can be entered when dashes are
shown
Shows radial from left and right VOR stations to the airplane.
FLT MGT NAV
Sec. 6.11 Page 116
Rev. 05/01/01 #6
Continental
111
Flight Manual
ADF
(?
3
NAV RADIO
VOR L VOR R
116. 80 a SEA ELNmI 17.90
CRS RADIAL CRS
160 141 253
ADFL ADF R
362. 0BFO
ILS-MLS
<1 1 0. 90/ 1 28- PARK
PRESELECT
E3
77716040
ADF Frequency and Tune Mode
Left and right ADF data are shown. ADF tuning status is shown adjacent
to ADF frequency. The tuning status displays are:
• ant - Antenna mode for bearing data
• bfo - Beat Frequency Oscillator mode for audio data used during
manual tuning.
Default tuning mode is adf (no indication) giving both bearing data and
audio.
Valid entries are XXX.X or XXXX.X.
Manual entry can be followed by A (ant), B (bfo), or none, which
defaults to the adf mode.
Frequency is cyan and status is white.
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Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 117
Rev. 05/01/01 #6
ILS
d>
EE
E3
EE1
NAV RADIO
vorl vor r
116. 80aSEA ELNmI 17.90
crs radial crs
160 141 253
adf l adf r
362 . Obfo
ILS-MLS
<1 1 0. 90/ 1 28- PARK
PRESELECT
77716041
ILS Frequency and Course
The ILS receivers operate in the automatic or manual tuning mode. The
FMC commands the frequency and course selection in the automatic
mode. When the ILS is not necessary, the FMC sets the ILS to park.
This removes the displays from the PFD.
Airplane position on the route determines the ils operating mode. The
operating mode displays are:
• park - The ILS is not being used and is not tuned
• xxx.xx/yyy park - The ILS is tuned for the selected approach but is
not being used
• "a" indicates autotuning under FMC control for approach guidance.
An "m" indicates the ILS is manually tuned.
ILS manual tuning requires entry of a frequency and course. Manual
entry of a frequency without a course is not allowed. Manual tuning is
inhibited when:
• The autopilot is engaged and either the localizer or glideslope is
captured.
• Only the flight director is engaged and either the localizer or
glideslope is captured and the airplane is below 500 feet radio
altitude.
• On the ground with the localizer alive, the airplane heading within 45
degrees of the localizer front course and the ground speed is greater
than 40 knots.
FLT MGT NAV
Sec. 6.11 Page 118
Rev. 05/01/01 #6
Continental
111
Flight Manual
Manual ILS tuning is enabled when:
• Either toga switch is pushed
• The autopilot is disengaged and both flight directors are switched off
• The mcp approach switch is deselected when the airplane is above
1 500 feet radio altitude.
Valid entries:
• ILS frequency and course (xxx.xx/yyy)
• Course, with a frequency and course already entered (/yyy).
® PRESELECT
Any valid page data may be entered.
Put data into this line for later use. Data can be moved to the appropriate
line when necessary.
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Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 119
Rev. 11/01/02 #9
ILS Tuning Mode
Airplane position on the route determines the ils operating mode. The
operating mode displays are:
• park - The ILS is not being used and is not tuned
• xxx.xx/yyy park - The ILS is tuned for the selected approach but is not
being used
• "a" indicates autotuning under FMC control for approach guidance.
• "m" (manual) indicates ILS is manual-tuned.
© — '
1 304. 5BFO
I L S- M L S
- PARK
© — .
1 304. 5bfo
I LS- MLS
- < 1 1 0. 90/ 1 30 PARK
© — -
1 304. 5BFO
I LS- M LS
- 1 1 0. 90/ 1 30 A
© — •
1 304. 5bfo
ILS-MLS
- 1 1 0. 90/ 1 30m
® Tuning Mode - Park
park is shown when:
• Electrical power is first applied,
• More than 200 NM from the T/D, or
• Less than halfway to the destination.
® Tuning Mode - Frequency, Course, and Park
ils frequency, front course, and park display when an ILS, LOC, back
course, LDA (Localizer-type Directional Aid), or SDF (Simplified
Directional Facility) is selected, and:
• Less than 200 NM from the T/D, or
• More than halfway to the destination, whichever represents the lesser
distance to destination.
Select prompt to manually tune ils-mls.
® Tuning Mode - Autotune
ils frequency, front course and A are shown when:
• Less than 50 NM from the T/D
• Less than 150 NM from the runway threshold
• FMC is in descent mode.
® Tuning Status - Manual
Receiver tuned manually and valid frequency / course display.
FLT MGT NAV
Sec. 6.11 Page 120
Rev. 05/01/01 #6
Continental
111
Flight Manual
Preflight Pages - Part 2
Performance Initialization Page
The performance initialization page allows the entry of airplane and route data
to initialize performance calculations. This data is required for VNAV
calculations.
11
PERF I N IT>
INIT/REF INDEX
| F M C CO M M
I l ll<PERF INIT
pNiTH Inertial
I REF I ...
position set
-B
-B
-E3-
-B>
PERF INIT
C R Z ALT
rmT
FUEL
2 15. 0 L B
ltxTd
RE S E R V E S
LTJJ □
PERF INIT
< REQUEST
COST I NDEX
lux
■&
| | >-<INDEX
FUEL TEMP
- 3 7 ° ' C
C R Z C G
3 0 0 %
STEP SIZE
ICAO
THRUST LIM>
-<S>
{10
{12
Gross Weight (gr wt)
Airplane gross weight is required. The entry can be made by the flight
crew or automatically calculated by the FMC, after entry of zero fuel
weight.
Enter airplane gross weight.
Valid entries are xxx or xxx.x.
Automatically shows calculated weight when zero fuel weight is entered
first.
Entry of a value after takeoff speeds are selected removes the speeds and
shows the scratchpad message takeoff speeds deleted.
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Flight Manual
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FLT MGT NAV
Sec. 6.11 Page 121
Rev. 05/01/01 #6
® FUEL
Fuel on board is automatically shown when the fuel totalizer calculations
are valid. The source for the automatic display is included in the line:
• sensed is shown when the source is from the airplane fuel totalizer
and manual entry is not possible.
• calc is shown when the source is from FMC calculations and manual
entry is possible.
• manual is shown when the source is from a manual entry.
Valid entry is XXX or XXX.X.
Unit of quantity is shown to the right of the numerical value.
Only manual entries can be deleted.
@ Zero Fuel Weight (zfw)
Airplane zero fuel weight is required. Usually the ZFW is entered from
the airplane dispatch papers and the FMC calculates the airplane gross
weight.
Enter the airplane zero fuel weight.
Valid entry is xxx or xxx.x.
Calculated zero fuel weight is automatically shown if airplane gross
weight is entered first and fuel on board is valid.
Entry of a value after takeoff speeds are selected removes the speeds and
shows the scratchpad message takeoff speeds deleted.
Can be manually entered or uplinked. When a performance uplink is
pending, uplinked values (small font) are shown beside the entered values
(large font).
® RESERVES
Enter fuel reserves for the route.
Entry is required to complete the preflight.
Valid entry is xxx or xxx.x.
Can be manually entered or uplinked. When a performance uplink is
pending, uplinked values (small font) are shown beside the entered values
(large font).
FLT MGT NAV
Sec. 6.11 Page 122
Rev. 05/01/01 #6
Continental
111
Flight Manual
© Performance Initialization Request (perf init request)
Transmit a data link request for performance data uplink.
Flight crew can operationally fill in ZFW, CG, cruise altitude, reserves,
cost index, or fuel temperature to qualify request.
Cruise altitude is required. The altitude can be entered by the flight crew
or automatically entered from a company route or uplink.
Enter the cruise altitude for the route.
Automatically shows this cruise altitude on the CLB and CRZ pages.
Cost index is used to calculate ECON climb, cruise and descent speeds.
Larger values increase ECON speeds. Entering zero results in maximum
range airspeed and minimum trip fuel. Cost index can be entered by the
flight crew or from a company route or uplink.
Valid entries are 0 to 9999.
® Minimum Fuel Temperature (min fuel temp)
When actual fuel temperature reaches the value shown, the EICAS
advisory message fuel temp low is shown.
Shows minimum fuel operating fuel temperature.
Default value from the AIRLINE POLICY page is shown in small font.
Flight crew entered or uplinked value is shown in large font.
Valid entries are -99 to -1 in °C.
INDEX
Push - Shows the INIT/REF INDEX page.
® Cruise Altitude (crz alt)
FLT MGT NAV
777 Sec. 6.11 Page 123
Flight Manual Continental Rev. 05/01/01 #6
Cruise Center of Gravity (crz cg)
Used to compute the high and low speed maneuver Mach numbers in
cruise.
Shows default center of gravity from the performance database.
Can be manually entered or uplinked.
Default value from the performance database is shown in small font.
A flight crew entered or unlinked value is shown in large font.
Valid entry is 14.0 through 44.0.
STEP SIZE
Shows the climb altitude increment used for planning the optimum climb
profile.
The word icao is shown for the default value from the AIRLINE
POLICY file.
Valid manual entries are 0 to 9000 in 1000 foot increments.
In-flight entries are inhibited. In-flight step size changes are made on the
CRZ page.
For a non-zero entry, performance predictions are based on step climbs at
optimum points. For a zero entry, performance predictions are based on a
constant CRZ ALT.
Thrust Limit (thrust lim)
Push - Shows the THRUST LIM page.
FLT MGT NAV
Sec. 6.11 Page 124
Rev. 05/01/01 #6
Continental
111
Flight Manual
Thrust Limit Page
The thrust limit page allows selection and display of reference thrust in
preparation for takeoff. Takeoff thrust derate by use of assumed temperature
is also shown on this page.
More page data displays are:
• <sel> - Identifies the selected takeoff or climb thrust reference mode.
• <arm> - Identifies the armed climb thrust reference mode.
The <arm> prompt changes to <sel> when the armed climb mode becomes
active.
©-
r
INIT/REF INDEX
I I j|< THRUST LIM
1
J
PERF INIT
TAKEOFF REF
11
THRUST LIM =
(r
-E3
I lft<TO
E3
SEL
65
THRUST LIM
OAT
14°c
D-TO N1-
92.2%
<SEL> <ARM> CLB>-
CLB 1 >-
CLB 2>-
•< INDEX
TAKEOFF :
77716044
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Flight Manual
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FLT MGT NAV
Sec. 6.11 Page 125
Rev. 05/01/01 #6
Assumed Temperature (sel), Outside Air Temperature (oat)
Initially blank. Displays entered assumed temperature up to the
maximum thrust reduction limit.
Entry of an assigned temperature warmer than OAT reduces takeoff
thrust and displays D as part of the thrust mode.
Valid entries are 0 to 99 degrees Celsius (C) or 32 to 210 degrees F.
Entry in degrees Fahrenheit (F) causes OAT to display degrees F.
Uplinked temperatures display on both the THRUST LIM and
TAKEOFF REF pages.
Flight crew entered or uplinked values replace previously displayed
values.
Entry of a value after takeoff speeds are selected deletes V speeds and
displays the scratchpad message takeoff speeds deleted.
OAT displays outside air temperature in degrees C. When SEL
temperature is in degrees F, the OAT converts to degrees F.
® Takeoff (to)
Push - Selects full rated takeoff thrust limit.
Selection of a new rating after takeoff speeds are selected removes the
speeds and shows the scratchpad message takeoff speeds deleted.
@ INDEX
Push - Shows the INIT/REF INDEX page.
® Thrust Reference Mode
Displays selected takeoff thrust mode.
D displays when the takeoff thrust derate uses an assumed temperature.
© Takeoff Nl Limit
Displays the takeoff Nl calculated by the thrust management system.
© Climb (clb)
Push - Selects the full rated (clb) climb thrust limit.
Pushing a climb line select key overrides an automatic selection.
FLT MGT NAV
Sec. 6.11 Page 126
Rev. 05/01/01 #6
Continental
111
Flight Manual
® Climb 1 (clb 1)
Push - Selects a percentage derate for climb thrust limit.
Default thrust derate for CLB 1 is not flight crew modifiable.
Takeoff data uplink automatically selects a thrust derate.
Manual selection of a climb thrust rating overrides the automatic
selection.
® Climb 2 (clb 2)
Push - Selects a percentage derate for climb thrust limit.
Default thrust derate for CLB 2 is not flight crew modifiable.
Takeoff data uplink automatically selects a thrust derate.
Manual selection of a climb thrust rating overrides the automatic
selection.
® TAKEOFF
Push - Shows the TAKEOFF REF page.
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FLT MGT NAV
Sec. 6.11 Page 127
Rev. 05/01/01 #6
Takeoff Reference Page 1
The takeoff reference page allows the flight crew to manage takeoff
performance. Takeoff flap setting and V speeds are entered and verified.
Thrust limits, takeoff position, and takeoff gross weight can be verified or
changed. Preflight completion status is annunciated until complete.
Takeoff reference page entries finish the normal preflight. The takeoff flap
setting must be entered and V speeds should be set before completion.
INIT/REF INDEX
f FMC COMM l
- F^t - ^ TAKEOFF j
On ground
THRUST LI M
1)
TAKEOF F>
TAKEOFF REF
212
FLAPS
i i f ! □□
d>
-E3
(4>H
© B
TAKEOFF REF
THRUST
H65° D-TO
CG
□ □%
R WY / P OS G R WT
13R/--- 506.0
TAKEOFF DATA
< REQUEST
INDEX
CDU following line selection of REQUEST and receipt of
TAKEOFF uplink pending ACCEPT/REJECT.
TAKEOFF REF UPLINK
FLAPS
15
THRUST
|H65°C D-TO
CG TRIM
5.75
R WY / POS
13R/1200ft
TAKEOFF
<REJECT
INDEX
THRUST LIM>
7771 6045
FLT MGT NAV
Sec. 6.11 Page 128
Rev. 05/01/01 #6
Continental
111
Flight Manual
® FLAPS
Displays takeoff flap setting. Valid entries are 5, 15, or 20.
Flight crew entry or data link uplink.
Entry of 5 when FLAPS 5 is the climb thrust reduction point shows the
scratchpad message invalid entry.
Flap position is required for takeoff V speed calculations.
Entry of a value after takeoff speeds are selected removes the speeds and
shows the scratchpad message takeoff speeds deleted.
® THRUST
Shows flight crew entered or uplinked assumed temperature for takeoff
thrust derate calculations. Shows takeoff thrust selected on THRUST
LIM page.
Valid entries are 0° to 99°C or 32° to 210°F.
Entry of a value after takeoff speeds are selected removes the speeds and
shows the scratchpad message takeoff speeds deleted.
® Center of Gravity (cg) and trim
Boxes are shown until flight crew entry is accomplished.
Valid entry is within the valid range for the airplane.
After center of gravity is entered, the FMC:
• Calculates and shows stabilizer takeoff setting to the right of the CG
entry (trim display is in 0.25 unit increments)
• Updates the takeoff green band shown on the stabilizer position
indicators.
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Flight Manual
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FLT MGT NAV
Sec. 6.11 Page 129
Rev. 05/01/01 #6
® Runway/Position (rwy/pos)
Displays the selected takeoff runway, and TO/GA push distance from the
runway threshold or runway intersection identification.
Displays the takeoff runway from the active RTE page if previously
selected. Runway entry does not change runway entered on RTE or
DEPARTURES page.
Flight crew may enter or uplink runway and intersection data.
Valid entry of a runway intersection is an alphanumeric up to three
characters, preceded by a slash ( / ).
Valid position entry is a one or two numeric on the range 0 - 99. It must
be followed by two zeros and preceded by a slash (preceding the entry
with a "-" means a longer takeoff distance is available; for example,
-0300 is 300 feet before the runway threshold).
Entry of a value after takeoff speeds are selected removes the speeds and
shows the scratchpad message takeoff speeds deleted.
rwy/pos update inhibited when GPS is primary FMC navigation source.
® TAKEOFF DATA REQUEST
REQUEST
Push - Transmits a data link request for takeoff data uplink.
Flight crew can enter RWY, intersection or position shift, CG, TOGW, or
OAT to qualify the request.
REJECT
Push - Rejects the takeoff data uplink and returns the request prompt.
® INDEX
Push - Shows the INIT/REF INDEX page.
® V Speeds (V b V R , V 2 )
Displays dashes when:
• Required information not entered
• Performance calculations are inhibited
• ADIRU is not aligned.
Flight crew entry or uplink speeds replace calculated speeds.
Calculated speeds display in small font.
Push-
• Selects Vi, V R and V 2 to be sent to using systems, or
• Crew entered V speeds replace calculated speeds
• Display changes to large font; ref and caret no longer display.
FLT MGT NAV
Sec. 6.11 Page 130
Rev. 11/01/01 #7
Continental
111
Flight Manual
If the performance data changes:
• FMC replaces existing speeds with FMC calculated speeds in small
font
• V speeds are removed from the PFD
• PFD speed tape message no v spd is shown
• Scratchpad message takeoff speeds deleted is shown.
Note : After an engine is started, the FMC recalculates the takeoff
speeds. Any combination of gross weight, OAT, or pressure
altitude resulting in a takeoff speed change of two or more knots
from the previously calculated speeds, causes the FMC to
recalculate takeoff speeds.
® Gross Weight (gr wt), Takeoff Gross Weight (togw)
gr wt shows airplane gross weight from the PERF INIT page.
togw - Enter optional airplane takeoff gross weight different from gr wt
to request new takeoff data using data link.
Valid entry is any weight within the allowable airplane takeoff gross
weight range. Flight crew entered value is downlinked when the request
prompt is selected.
Entry of a value after takeoff speeds are selected removes the speeds,
shows dashes in the speed lines, and shows the scratchpad message
TAKEOFF SPEEDS DELETED.
Deletion of the TOGW value shows ref spds in small font.
A takeoff uplink shows the uplinked TOGW and associated REF SPDS.
FLT MGT NAV
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Continental
Sec. 6.11 Page 131
Rev. 05/01/01 #6
® Reference Speeds (ref spds), accept
ref spds:
Enables or disables display of the FMC calculated reference (V) speeds in
the center column to the left of the V speed lines.
Push toggles together between on and off.
on - displays FMC calculated takeoff speeds for comparison with the V
speeds in the right column.
off - deletes speeds from the center column.
The active state, on or off, displays in large green font; the inactive state
displays in small white font.
Push - accepts the uplink takeoff data; all pending uplink values are
treated as if entered by the flight crew.
Reference (ref)
Shows the FMC calculated V speeds for comparison with flight crew
entered or uplinked values. Display is enabled and inhibited by the ref
spds prompt.
accept:
Push - Shows THRUST LIM page.
FLT MGT NAV
Sec. 6.11 Page 132
Rev. 05/01/01 #6
Continental
111
Flight Manual
Preflight Status
E3
TAKEOFF REF
PRE- FLT
<l NDEX PERF I Nl T>
E3
If the required preflight entries are not complete, the words pre-flt display on
the right side of the dashed line. Preflight pages requiring entries display
below the dashed line as prompts.
E3
TAKEOFF REF
< INDEX
THRUST LIM>
EE]
When preflight entries are complete, a dashed line displays below the takeoff
reference page data. The thrust lim prompt displays below the dashed line.
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FLT MGT NAV
Sec. 6.11 Page 133
Rev. 05/01/01 #6
Takeoff Reference Page 2/2
Note : Acceleration/thrust reduction heights are added to runway elevation
causing acceleration/thrust reduction at the desired MSL altitude.
For example, for a runway elevation of 980 feet, an entry of 2020
acceleration height causes acceleration at 3,000 feet MSL.
0
0
0-
TAKEOFF REF
1 / 2
E3
®-HE3
-E=J
TAKEOFF REF 2/ 2*
EO ACCEL HT
1 0 0 0 F T-
ALTN THRUST ACCEL HT
<TO 1 00 OFT
W IND THR R E DUCT I ON
/ CLB 1 000 FT
RVW WIND ST D LIM TOGW
SLOPE
REF OAT
EEl' < INDEX
Alternate Thrust (altn thrust) (Not operational on CAL ACFT)
Display is active if a TAKEOFF REF uplink has been accepted which
includes alternate thrust data.
Line title may show:
• ALTN THRUST
• ALTN THRUST/FLAPS.
Data may show temperature and:
• TO, TO/FLAPS
• yy° to x (assumed temperature), yy° to x/flaps.
Push (with data on the line) - selects the shown alternate thrust or
alternate thrust/flaps for takeoff resulting in:
• Recomputation of V speeds
• The line title shows std thrust or std thrust/flaps
• The accept/reject prompt shown on the TAKEOFF REF page 1/2
• New takeoff data is shown
• Shows the EICAS • fmc message
• Shows the scratchpad message takeoff data loaded.
FLT MGT NAV
Sec. 6.11 Page 134
Rev. 11/01/01 #7
Continental
111
Flight Manual
2
WIND
Displays uplinked surface wind direction and speed.
Wind direction and speed can be entered by the flight crew or uplink.
Valid directions are from 0 to 360 degrees. (0 and 360 are shown as
000).
Valid speeds are from 0 to 250 knots.
Subsequent entries may be wind direction or speed only.
Entry of new wind direction or speed results in recomputation of RWY
Entry or uplink of a value after takeoff speeds are selected deletes V
speeds and displays the scratchpad message takeoff speeds deleted.
Shows the calculated headwind/tailwind and crosswind components for
the takeoff runway and surface wind.
Calculated values are in a small font.
Speed is shown in knots and:
• H for headwind
• T for tailwind
• R for right crosswind
• L for left crosswind.
Flight crew entry is limited to headwind/tailwind entry.
Valid flight crew entries are a two digit number followed by H or T.
Flight crew speed entry without a letter defaults to a headwind
component.
A flight crew entry clears the wind line.
WIND.
®
Runway Wind (rwy wind)
®
INDEX
Push - Shows the INIT/REF INDEX page.
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Sec. 6.11 Page 135
Rev. 05/01/01 #6
® Engine Out Acceleration Height (eo accel ht)
Displays acceleration height for flap retraction with an engine out.
Default value is from the airline policy file.
Valid entry is from 400 to 9999 feet.
© Acceleration Height (accel ht)
Displays acceleration height for flap retraction.
Default value is from the airline policy file.
Entry is optional. Valid entry is a height from 400 to 9999 feet.
Climb Thrust Rating and Thrust Reduction (thr reduction)
Shows the climb thrust rating selected on the THRUST LIM page and the
altitude for reduction from takeoff thrust to climb thrust. Default thr
reduction is a value from the AIRLINE POLICY file.
Entry
• Is optional for preflight completion.
• May be an altitude or a flap setting.
• Range for altitudes is valid from 400 to 9,999 feet above the origin
airport elevation.
• Values are 1 for FLAPS 1 and 5 for FLAPS 5 (entry of 5 when
FLAPS 5 is specified as the takeoff flap setting causes the scratchpad
to show the message invalid entry).
® Limit Takeoff Gross Weight (lim togw)
Shows the uplinked takeoff gross weight limit for the uplinked data.
Manual entry not allowed.
Prefix alt or std is added to line title when alternate or standard takeoff
data is pending.
FLT MGT NAV
Sec. 6.11 Page 136
Rev. 05/01/01 #6
Continental
111
Flight Manual
®
Reference Outside Air Temperature (ref oat)
Enter an outside air temperature:
• The FMC recalculates takeoff V speeds.
• After takeoff speeds are selected, deletes the speeds and shows the
scratchpad message takeoff speeds deleted.
• For a data link downlink transmission.
Flight crew entered or uplinked data entry.
Valid entries are -54° to 99°C, or -65° to 199°F
Flight crew entered or uplinked data entry.
Valid runway slope is u for up or D for down followed by 0.0 through 2.0
in percent gradient.
Entry of a value after takeoff speeds are selected removes the speeds and
shows the scratchpad message takeoff speeds deleted.
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FLT MGT NAV
Sec. 6.11 Page 137
Rev. 05/01/01 #6
Menu Page
MENU
EFIS CTL
OFFOON>
DSP CTL
OFF«ON>
E3
INT
MA INT INFO
DISPLAY>
MEMORY>iF=l
E3
®
FMC
Push - Connects FMC to CDU.
Satellite Communication/Cabin Interphone (sat/cab int)
See Section 6.5, Communications.
EFIS Control (efis ctl)
See Section 6.10, Flight Instruments, Displays.
Display Select Panel Control (dsp ctl)
See Chapter 6.10, Flight Instruments, Displays.
Memory
Accessible only on the ground. For maintenance use only.
-0
■©
FLT MGT NAV
Sec. 6.11 Page 138 7 77
Rev. 05/01/01 #6 Continental Flight Manual
INTENTIONALY LEFT BLANK
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Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 139
Rev. 05/01/02 #8
FMC TAKEOFF AND CLIMB
Introduction
The FMC takeoff phase starts with the selection of takeoff/go-around
(TO/GA). Preparation for this phase starts in the preflight phase and includes
entry of the TAKEOFF REF page data.
The takeoff phase automatically changes to the climb phase when the FMC
commands climb thrust. The climb phase continues to the top of climb point,
where the cruise phase starts.
During takeoff and climb, the specific page listed below is usually used to:
• TAKEOFF REF page - Make last minute changes to thrust derate or V
speeds
• DEPARTURES page - Make last minute changes to the departure runway
or SID
• CLIMB page - Modify climb parameters and monitor airplane climb
performance
• RTE X LEGS page - Modify the route and monitor route progress
• PROGRESS page - Monitor the overall progress of the flight
• THRUST LIM page - Select alternate climb thrust limits
• DEP/ARR INDEX page - Select an approach during a turn-back.
Takeoff Phase
When changes are made to the departure runway and SID, the TAKEOFF
REF and DEPARTURES pages must be modified to agree. The modified
data are entered the same as during preflight.
With correct takeoff parameters, the FMC commands the selected takeoff
thrust when the to/ga switch is pushed. During the takeoff roll, the
autothrottle commands the thrust and the FMC commands acceleration to
between V 2 +15 and V 2 +25 knots, depending on the flap setting.
Usually, VNAV is armed before takeoff. When armed before takeoff, LNAV
activates at 50 feet radio altitude and commands roll to fly the active route leg.
VNAV activates at 400 feet above runway elevation and commands pitch to
fly the climb profile.
FLT MGT NAV
Sec. 6.11 Page 140
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Flight Manual
Climb
At acceleration height, the first movement of the flap handle during flap
retraction, or AFDS capture of MCP altitude lower than acceleration height,
VNAV commands acceleration to:
• 250 knots
• Vref 30 + 80 knots, whichever is greater.
The VNAV commanded speed is limited by the airplane configuration. At
acceleration height, VNAV commands a speed 5 knots below the flap placard
speed, based on flap handle position.
At the climb thrust reduction point, the FMC commands a reduction to the
selected climb thrust. Passing 10,000 feet, VNAV commands an acceleration
to the economy climb speed, which is maintained until entering the cruise
phase. Waypoint speed constraints take priority, provided they are greater
than Vref 30 + 80 or 250 knots.
During the climb, VNAV complies with the LEGS page waypoint altitude and
speed constraints. A temporary level-off for a crossing altitude restriction is
accomplished at the commanded speed. The commanded speed is magenta.
When the climb speed profile causes an anticipated violation of a waypoint
altitude constraint, the FMC shows the CDU scratchpad message unable next
altitude. A different speed profile that gives a steeper climb angle must be
manually selected.
Altitude Intervention
If an unplanned level-off is required, setting the altitude window to the
required altitude causes the airplane to level at the set altitude, vnav spd
changes to vnav alt. The climb can be continued by setting the altitude
window to a higher altitude and pushing the altitude selector (vnav alt
changes to vnav spd). In the climb (vnav spd), if the altitude window is set to
an altitude above other altitude constraints, each altitude constraint can be
deleted by each push of the altitude selector. If cruise altitude is set in the
altitude window, all waypoint altitude climb constraints to the T/C can be
deleted by selection of the clb dir> prompt on the CLB page.
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Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 141
Rev. 05/01/01 #6
Climb Page
The climb page is used to evaluate, monitor, and modify the climb path. The
data on the climb page comes from preflight entries made on the route and
performance pages, and from the airline policy file.
The climb page is the first of the three pages selected with the vnav function
key. When the FMC changes to the cruise mode, the climb page data is
blanked.
FMC climb can be economy, fixed speed, or engine out.
vnav Climb mode
ACT ECON CLB
CRZ ALT
FL350
ECON SPD
23 0
SPD TRANS
250/ 1 0000
SPD RESTR
240/ 8000
(S) 1 fr |< E COM
AT LACRE
230/ 2500-< f = l (7 J
ERROR — '
350 LO 2 LONG ■' ! \
TRANS ALT S~\
1 8ooo«EEl — (9)
MAX ANGLE "*""
215-F=f
DIR>-'F=r
®
)
®
12)
(D Cruise Altitude (crz alt)
Shows cruise altitude entered on PERF INIT page.
Valid entries are: XXX, XXXX, XXXXX or FLXXX. Altitude displays
in feet or flight level depending on transition altitude.
The altitude can be changed by two methods:
• A new cruise altitude can be manually entered from the CDU at any
time. The modified cruise altitude is shown in shaded white until
executed.
• A new cruise altitude can be entered from the MCP, if intermediate
altitude constraints do not exist between the airplane altitude and the
MCP altitude. Set cruise altitude in the altitude window and push the
altitude selector. The cruise altitude changes without modification or
execution.
FLT MGT NAV
Sec. 6.11 Page 142
Rev. 05/01/01 #6
Continental
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Flight Manual
® Economy Speed (econ spd), Selected Speed (sel spd)
ECON SPD
• Speed based on cost index in CAS or Mach
• Used by FMC at altitudes above all waypoint speed constraints,
speed restrictions, and speed transition altitudes.
SEL SPD
• Shows when intermediate level off required below an existing speed
constraint
• Shows when flight crew enters speed.
Valid entries are CAS or Mach.
The FMC commanded speed is magenta. Usually, CAS speed is magenta
and Mach is white. Above CAS/Mach transition altitude, Mach is
magenta and CAS is white.
@ Speed Transition (spd trans)
The speed transition line shows the transition speed/altitude from one of
these sources:
• The navigation database value for the origin airport
• The value specified from the airline policy file
• A default speed of 250 knots or the airplane performance value of
V REF +80 knots and 10,000 feet (example 250/10000), if there is no
airline policy value.
Magenta when it is FMC command speed.
Not shown after the transition.
Can be deleted.
® Speed Restriction (spd restr)
Speed restrictions not associated with specific waypoints are manually
entered on this line.
Dashes before entry by flight crew.
Valid entry is a CAS and altitude (example 240/8000).
An entry creates a modification. Entry is shaded white until executed;
magenta when it is FMC command speed.
FLT MGT NAV
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Continental
Sec. 6.11 Page 143
Rev. 05/01/01 #6
(D
Economy (econ)
Push - Changes climb speed to ECON. Must be executed.
Prompt is shown on line 5L when the climb mode is not ECON.
Page Title
The page title shows the type of climb.
• ECON - Speed based on a cost index.
• LIM SPD - Speed based on airplane configuration limiting speed.
• MCP SPD - MCP speed intervention is selected.
• EO - Engine out mode is selected.
• XXXKT - Fixed CAS climb speed profile.
• M.XXX - Fixed Mach climb speed profile.
• ACT - Prefix shown when climb phase is active.
Reasons for fixed climb speeds are:
• Takeoff/climb acceleration segment constraints.
• Waypoint speed constraints.
• An altitude constraint associated with a speed constraint.
• A speed transition.
• A flight crew entered selected speed (SEL SPD).
Waypoint Constraint (at xxxxx)
Shows airspeed and/or altitude constraint at waypoint XXXXX.
Can also display hold at xxxxx followed by a speed/altitude constraint.
FMC commands the slower of constraint speed or performance speed.
Constraints are entered on RTE LEGS page.
Delete here or on RTE LEGS page.
Blank if no constraint exists.
Magenta when it is FMC command speed or altitude.
FLT MGT NAV
Sec. 6.11 Page 144
Rev. 05/01/01 #6
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Flight Manual
® error at Waypoint
Displays altitude discrepancy and distance past waypoint where altitude
will be reached.
Blank if no error exists.
® Transition Altitude (trans alt)
Transition altitude for origin airport contained in navigation database.
FMC uses 18000 feet if transition altitude is not available.
Manually change transition altitude here or on DESCENT FORECAST
page.
Valid entries are xxx, xxxx, xxxxx, or flxxx.
CDU altitude data change from altitudes to flight levels above the
transition altitude.
@ Maximum Angle (max angle)
Maximum angle of climb speed.
Entry not allowed.
® Engine Out (eng out)
Push - Modifies page to show engine out (eng out) performance data.
Shaded white until the modification is executed.
@ Climb Direct (clb dir)
Displays when climb altitude constraint exists between current altitude
and FMC cruise altitude.
Push - deletes all waypoint altitude constraints between the airplane
altitude and the MCP altitude or FMC cruise altitude, whichever is lower.
FMC cruise altitude is not affected.
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FLT MGT NAV
Sec. 6.11 Page 145
Rev. 05/01/02 #8
RTE X LEGS Page
, LEGS
E3
E3
E3
© B
RTE 1 LEGS
• 129°HDG
(1000)
1 31 °
-L A C R E
1 28°
LAC01
070°
VAMPS
087°
RUMOR
1/4 .
3NM
200/ 1000A
4NM-*
2NM
250/ 2500
250/ 4690
256/ 8000B
.637/FL190 ^
< RTE 2 LEGS
ACTIVATE>-i F=l
E3
E3
RTE 1 LEGS 1/4
129°HDG 3NM
(1000) <CTR* 200/ 1000A
*\
087° 47NM
RUMOR . 6 3 7 / F L 1 9 0
MAP CTR
< RTE 2 LEGS STEP> J
L=]
w
E3
Leg Direction
Leg segment data in line title:
• Courses - Magnetic (xxx°) or true (xxx° T)
• Arcs - Distance in miles, ARC, turn direction (example: 24 ARC L)
• Heading leg segments - xxx° HDG
• Track leg segments - xxx° TRK
• Special procedural instructions from database - hold at, proc turn
or proc hold (FMC exits hold when crossing the fix after entry).
Calculated great circle route leg directions may be different than chart
values.
Dashes display for an undefined course.
FLT MGT NAV
Sec. 6.11 Page 146
Rev. 05/01/01 #6
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Flight Manual
® Waypoint Identifier
Active leg is always the first line of the first active RTE X LEGS page.
Active waypoint is on active leg and is magenta. Modified waypoints are
shaded white until executed.
All route waypoints are shown. Waypoints on an airway are included on
the route legs page. Waypoints are shown in flight sequence.
Waypoints can be modified. Examples:
• Add waypoints • Change waypoint sequence
• Delete waypoints • Connect route discontinuities.
Shows the waypoint by name or condition.
Boxes are shown for route discontinuities.
Dashes are in the line after the end of the route.
@ Route 2 Legs (rte 2 legs)
Push-
• Shows the RTE 2 LEGS
• When RTE 2 LEGS page is shown, prompt changes to rte 1 legs.
® Page Title
Title format shows route status:
• rte x legs (cyan) - Inactive route
• act rte x legs (white) - Active route
• mod (shaded white) rte x legs (white) - Modified active route.
© Distance to Waypoint
Distance (decreasing) from airplane to active waypoint or from waypoint
to waypoint. Blank for some leg types (e.g. HDG or VECTORS).
FLT MGT NAV
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Continental
Sec. 6.11 Page 147
Rev. 05/01/01 #6
® Waypoint Speed/ Altitude Constraints
Waypoint speed or altitude constraint in large font.
Manual entry allowed in climb or descent phase. Entered by FMC when
constraints are part of a procedure.
Magenta when it is an FMC commanded speed/altitude. Airspeed
constraint may be magenta in one line with magenta altitude in another
line.
Speed constraint is assumed to be at or below the shown speed.
Data entry:
• Speed entry can be airspeed or Mach
• Altitude entry can be thousands of feet or flight level ( 1 9000, FL 1 90)
• XXX/XXXXX - Airspeed/altitude entered simultaneously
• XXX, XXXX, XXXXX or /XXX, /XXXX, /XXXXX - Altitude
only.
• Enter FL 190 or 19,000 feet as 190 or 19000. Enter FL090 or 9,000
feet as 090 or 9000. Enter 900 feet as 009 or 0900. Enter 90 feet as
0090.
Altitude constraint suffixes:
• Blank - Cross at altitude
• A - Cross at or above altitude
• B - Cross at or below altitude
• Both - Altitude block. If constraint is to cross between two altitudes
when climbing, enter lower altitude followed by "a"; then, enter
higher altitude followed by "b". Example: 220A240B. Reverse
order for descent.
• s - Planned step climb (refer to Flight Management, Navigation,
Waypoint speed and altitude predictions in small font.
Dashes display in predicted descent region prior to descent path
calculation. Descent path calculation requires an altitude constraint
below cruise altitude.
Manual entry allowed in climb or descent phase.
Cruise).
(7)
Waypoint Speed/Altitude Predictions
FLT MGT NAV
Sec. 6.11 Page 148
Rev. 05/01/01 #6
Continental
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Flight Manual
®
ACTIVATE, Route (RTE) DATA
Push - Three possible prompts
• activate - Activates inactive flight plan; shows RTE data prompt
• rte data (route data) - Shows route data page
• map ctr step (map center step) - Changes centered waypoint on ND.
<ctr> is adjacent centered waypoint on the RTE LEGS page.
activate prompt shown when RTE and RTE LEGS flight plan is inactive.
rte data shown after activate prompt is pushed.
map ctr step prompt shown when the EFIS control panel nd mode
selector is in plan position.
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Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 149
Rev. 05/01/01 #6
Thrust Limit Page
Thrust limits are selected on the thrust limit page. After airborne, this display
replaces the takeoff thrust limits with applicable thrust limits for climb. The
selected limits are shown here and on the EICAS Display.
Fixed thrust derates can be selected for climb. Go-around, continuous and
cruise thrust limits are available also.
rf
I N IT/RE F INDEX
RUST LIM
TAKEOFF REF II
APPROACH REF
THRUST LIM> jj l h
ref| Climb mode
E3
-F=|4-<GA
©-
THRUST LIM
CLB 1 •
EPF)
1 .428.
I ||i-<CON
-F=l»|-<CRZ
-F^I^INDEX
<ACT> CLB
CLB1 >
CLB2>iF^|-
APPROACH>
Go- Around (ga)
Push - Selects Go-Around thrust limit mode.
Continuous (con)
Push - Selects maximum continuous thrust limit. Selection is usually
used for critical situations, such as engine out.
Cruise (crz)
Push - Selects cruise thrust limit mode.
INDEX
Push - Shows INIT/PvEF INDEX page.
FLT MGT NAV
Sec. 6.11 Page 150 777
Rev. 05/01/01 #6 Continental Flight Manual
© Thrust Reference Mode
Active thrust limit mode.
© Nl
Commanded thrust setting.
® Climb (clb)
Push - Selects full rated climb thrust.
® Climb 1 (clb 1)
Push - Selects CLB 1 derated climb thrust.
® Climb 2 (clb 2)
Push - Selects CLB 2 derated climb thrust.
© APPROACH
Push - Shows APPROACH REF page.
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Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 151
Rev. 05/01/01 #6
Engine Out Climb
Engine out (EO) VNAV climb guidance is available on the EO CLB page.
The EO CLB page must be selected and executed by the flight crew. Engine
out data is available with both engines operating. The engine out climb phase
automatically changes to the engine out cruise phase when reaching the cruise
altitude.
EO CLB Page
f| THRUST LIM ]j
|| ENG OUT>-|-|- F = | 1
© E3H
E3
E3
E3
E3
ACT EO CLB 1/3
CRZ ALT AT LACRE
FL215 230/2500
EO SPD ERROR
•250 350LO 2LONG
TRANS ALT
18000
MAX ALT
215
ALL ENG>
CLB DIR>
E3
flB ©
E3
The modified page shows engine out performance limitations. Manual entries
are allowed. After execution, VNAV gives EO guidance in the climb.
® Cruise Altitude (crz alt)
Shows cruise altitude if less than MAX ALT,
Shows max alt if less than cruise altitude.
Manual entry is allowed.
® Engine Out Speed (eo spd)
Shows engine out climb speed.
Valid entry is xxx for CAS.
Valid entry is o.xxx for Mach. Trailing zeros can be omitted.
A manual entry may cause MAX ALT to change.
FLT MGT NAV
Sec. 6.11 Page 152
Rev. 05/01/01 #6
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Flight Manual
® Maximum Altitude (max alt)
Lower of maximum altitude at engine out climb speed or cruise speed.
Entry not allowed.
® ALLENG
Push - Modifies page to show all engine (all eng) performance data.
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FLT MGT NAV
Sec. 6.11 Page 153
Rev. 05/01/01 #6
Engine Out Departure
<DEP
DEP/ARR INDEX
RTE 1 <ACT>
KBFI ARR>
KBFI
SIDS
LACRE3
EO SID
- NONE-
DEPARTURES
RTE 1 RUNWAYS
<SEL> 13R
< ERASE
ROUTE>
77716054
® Engine Out Standard Instrument Departure (eo sid)
Engine out SIDs can be created by the airline for specific runways.
The FMC puts the EO SID into the route as a modification if:
• An engine failure is sensed
• Flaps extended
• And the navigation database has an EO SID for the departure
runway.
The modification can be executed or erased.
FLT MGT NAV
Sec. 6.11 Page 154
Rev. 05/01/01 #6
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Flight Manual
Air Turnback Arrivals Page
During a turnback situation, the flight crew requires quick access to the
arrivals data for the origin airport. The ARRIVALS page allows access
without changing the destination on the route page.
During climb, less than 400 miles from the origin, and while nearer to the
origin than the destination, push the dep arr function key to show the
ARRIVALS page for the origin airport.
DEP
ARR
Close to origin
©-
KBFI ARRIVALS
STARS RTE 1 APPROACHES
I |f(CHNS2 ILS1 3R-|EEh
RUNWAYS
GLSR3 1 3R< F=l -
EEI
E3
E3
JWBN5
TRANS
•EPH
GEG
< ERASE
31 L
ROUTE>
EE
E3
LEE]
EE
®
STARS
Shows STARS for origin airport.
Transitions (trans)
Shows transitions for origin airport.
APPROACHES
Shows approaches for origin airport.
RUNWAYS
Shows runways for origin airport.
FLT MGT NAV
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Continental
Sec. 6.11 Page 155
Rev. 05/01/01 #6
FMC CRUISE
Introduction
The cruise phase automatically starts at the top of climb.
During cruise, the primary FMC pages are:
• RTE X LEGS
• PROGRESS
• CRZ.
The RTE LEGS pages are used to modify the route. The PROGRESS pages
show flight progress data. The CRZ pages show VNAV related data. Other
pages are:
• POS REF page - Verifies the FMC position
• RTE DATA page - Contains progress data for each waypoint on the RTE
LEGS page
• WINDS page - Enter forecast wind and temperature
• REF NAV DATA page - Contains data about waypoints, navaids,
airports, or runways, and can be used to inhibit navaids
• RTE X page - Use to select a route offset
• FIX INFO page - Contains data about waypoints. Page data can be
transferred to other pages to create new waypoints and fixes
• SELECT DESIRED WAYPOINT page - Shows a list of duplicate
waypoints from the navigation database. The flight crew selects the
correct waypoint from the list
• POS REPORT page - Contains data for a position report.
The CLB page automatically changes to CRZ at the top of climb. The CRZ
CLB and CRZ DES pages automatically change to CRZ at the new cruise
altitude. The CRZ page automatically changes to DES at top of descent.
FLT MGT NAV
Sec. 6.11 Page 156
Rev. 05/01/01 #6
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Flight Manual
LNAV Modifications
This section shows typical techniques to modify the route. The modifications
include:
RTE LEGS Page Modifications
When modifications are made to a RTE LEGS page, several automatic prompt
or identifying features help the flight crew manage the modifications, such as:
• ERASE
• INTC CRS TO
• INTC CRS FROM.
Modified entries are shown in shaded white.
Add a Waypoint
A waypoint can be added to the route at any point. Waypoints added to the
flight plan make route discontinuities.
First, the waypoint name is entered into the CDU scratchpad.
Second, find the correct line in the flight plan and push the adjacent line select
key. The scratchpad waypoint name is put into the selected line. The entered
waypoint is connected to the waypoint above it via a direct route. A route
discontinuity follows the waypoint.
For example, oed is typed into the scratchpad. Push line select key 2L to put
oed into line 2. The FMC assumes BTG direct OED. RBL and the rest of the
flight plan follow the route discontinuity.
• Add and delete waypoints
• Change waypoint' s sequence
• Intercept a course.
Connect discontinuities
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Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 157
Rev. 05/01/01 #6
B
B
B
© B
► MOD RTE 1 LEGS 1/4
165° 3 8 N M
BTG .810/FL350
163° 1 9 7 N M
OED .810/FL350
THEN
B'Emn
-- ROUTE DISCONTINUITY -
RBL 809/FL350
121° 142NM
OAK .809/FL350
<ERASE
RTE DATA>
B
B
B
■m — ®
B
B
Page Title
mod (shaded white) - Replaces act when modification is in progress.
act (white) - Replaces mod when erase is selected or execute key is
pushed.
® Modified Waypoint
Waypoint name is shaded white until executed.
oed waypoint entered into the route after btg. Modification creates route
discontinuity because OED was not in active route.
® Discontinuity Waypoint
Discontinuity is corrected when applicable waypoint is entered into
boxes.
® ERASE
Push - Removes all modifications and shows active data.
Shown when the FMC contains modified data.
Removed when selected or the modifications are executed.
© ROUTE DISCONTINUITY
Line title separates route segments when there is a discontinuity.
Note : Performance predictions to destination on the PROGRESS page
are calculated assuming the route of flight is direct between
waypoints on either side of a route discontinuity.
FLT MGT NAV
Sec. 6.11 Page 158
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Flight Manual
Delete Waypoints
Use the RTE LEGS page to remove waypoints from the route. The active
waypoint and conditional waypoints can not be deleted. Two methods to
remove a waypoint are:
• Delete the waypoint with the delete function key
• Change the waypoints sequence.
The data in the route before the deleted waypoint does not change. A
discontinuity is put in the route when the delete function key used to remove
a waypoint.
&
fa
EE
EE
EE
EE]
EE
EE
► ACT RTE 1 LEGS
1 65°
BTG
1 56°
RBL
1 62°
OAK
121 °
AVE
129°
DERBB
38NM
<RTE 2 LEGS
^DELETE
81 0/ FL350
. 809/ FL350
1
. 809/ FL350
1
. 808/ FL350
1
. 808/ FL350
RTE DATA >
EE!
EE
EE
EE
EE
EE
MOD RTE 1 LEGS
165° 38NM
BTG
THEN
TTTT1
1/4
810/ FL350
-- ROUTE DISCONTINUITY -
OAK . 809/ FL350
EE]
w Active Route
The active route shows rbl followed by oak and ave.
® delete Entry
Pushing the del function key arms the delete function and selects delete
to the scratchpad.
FLT MGT NAV
777 Sec. 6.11 Page 159
Flight Manual Continental Rev. 05/01/01 #6
® Route Discontinuity
With delete in the scratchpad, pushing the line select key for rbl deletes
the waypoint. Boxes replace rbl and a route discontinuity displays.
FLT MGT NAV
Sec. 6.11 Page 160
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Flight Manual
Waypoint Sequence
Change Waypoint Sequence
Waypoints moved from one position in the flight plan to another do not cause
route discontinuities.
The waypoint may be manually typed or copied from the flight plan. To copy
a waypoint from the flight plan, find the applicable waypoint on one of the
RTE LEGS pages. Push the line select key adjacent the waypoint.
The example below shows the flight plan modified to go btg direct oak. Push
the line select key adjacent to oak to put oak into the scratchpad. Push the
line select key adjacent to RBL. rbl is removed from the flight plan and the
routing is direct from btg to oak to AVE. The modification does not cause a
route discontinuity. Several waypoints can be removed from the flight plan at
a time with this method.
E3
ACT RTE 1 LEGS
38NM
1 65°
BTG
1 56°
RBL
162°
OAK
121 °
AVE
129°
DERBB
1/4
810/ FL350
809/ FL350
809/ FL350
808/ FL350
808/ FL350
EE] < RTE 2 LEGS
RTE DATA>
E3
E3
E3
d>
E3
MOD RTE 1 LEGS 1/4
165" 38NM
BTG .810/ FL350
158' 471NM
OAK . 809/ FL350
121° 165NM
AVE . 808/ FL350
E3
E3
E3
Active Route
The active route shows rbl followed by oak and ave. The clearance is to
fly from btg direct oak. The oak waypoint is copied into the scratchpad.
Change oaks Sequence
oak is transferred to the waypoint after btg. rbl is removed and the route
stays continuous.
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FLT MGT NAV
Sec. 6.11 Page 161
Rev. 05/01/01 #6
Remove Discontinuities
A discontinuity exists when two waypoints are not connected by a route
segment. Connect a route segment after the discontinuity to the route segment
before the discontinuity to remove the discontinuity.
Copy the subsequent waypoint from the route into the scratchpad and enter it
into the discontinuity, just as when adding a waypoint.
E3
E3
E3
EB
EB
ACT RTE 1 LEGS 1/4
16 5° 3 8 N M
BTG .810/ FL350
THEN
TTTTI
-- ROUTE DISCONTINUITY -
OAK . 809/ FL350
12 1° 1 6 5 N M
AVE . 808/ FL350
12 9° 2 9 N M
DERBB ■ 808/ FL350
< RTE 2 LEGS
OAK
RTE DATA>
E3
EB
EB
EB
EB
EB
EB
EB
165°
BTG
158°
I IHOAK
121°
AVE
MOD RTE 1 LEGS
38NM
810/ FL350
809/ FL350
808/ FL350
E3
E3
EB
Route Discontinuity
The active route has a discontinuity after BTG. The example shows how
to fly direct from BTG to OAK. Copy OAK to the scratchpad. Any
waypoint in the route can be copied into the scratchpad to remove the
discontinuity.
® Continuous Route
OAK is put into the boxes to remove the discontinuity.
Entering a waypoint which does not already exist on the route moves the
discontinuity one waypoint further down the route.
FLT MGT NAV
Sec. 6.11 Page 162
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Flight Manual
Direct To And Intercept Course To
If the airplane passes the last active route waypoint (or offset) or the last
waypoint prior to a route discontinuity, LNAV maintains the current heading
and a scratchpad message displays. If LNAV is not active, activation can be
accomplished in the following three ways:
• When the airplane is within 2.5 miles of the active leg and on an intercept
heading to the active leg, pushing the lnav switch activates the LNAV.
The airplane turns to intercept the active leg. If the intercept angle is
large, the airplane may overshoot the active leg.
• When more than 2.5 miles from the active leg, pushing the lnav switch
when the airplane is on an intercept heading to the active leg arms
LNAV. Activation occurs as necessary to intercept the active leg with no
overshoot. The intercept heading must intersect the active leg inbound
before the active waypoint.
• Fly direct to a waypoint or intercept a course to a waypoint. Enter a
waypoint in the RTE LEGS page active waypoint line to fly direct. Use
the intc crs to prompt in line 6R to create an intercept course to the
waypoint. Pushing the lnav switch arms or activates LNAV, depending
on the distance to the active leg.
FLT MGT NAV
777 Sec. 6.11 Page 163
Flight Manual Continental Rev. 05/01/01 #6
The example below depicts the airplane being off course to the right, followed
by a modification to fly direct to btg.
MOD RTE 1 LEGS 1/4
/l
810/ FL350
/l
810/ FL350
fl
809/ FL350
A
ABEAM PTS>
-12 1°
91 NM
BTG
16 3°
1 9 7 N M
OED
14 9°
1 4 6 N M
RBL
16 2°
1 4 2 N M
OAK
12 1°
1 6 5 N M
AVE
< ERASE
RTE COPY>
INTCCRS TO
1 6 5 ° >"
E3
77716061
MOD RTE 1 LEGS 1/2
165° 91 NM
BTG .810/ FL350 F=l
77716062
< ERASE
,1 5 0
INTC CRSTO
1 65°
EE]
MOD RTE 1 LEGS 1/2
15 0° 9 1 N M
BTG .810/ FL350
INTC CRSTO
1 50°
E3
< ERASE
3^
77716063
FLT MGT NAV
Sec. 6.11 Page 164
Rev. 05/01/01 #6
Continental
111
Flight Manual
Leg Direction
Direct course from airplane present position to entered waypoint.
Execute to proceed direct to active waypoint.
® Abeam Points (abeam pts)
Push-
• Creates place bearing distance waypoint on the Direct To leg abeam
the bypassed waypoint if the bypassed waypoint was a database
airport, navaid, NDB, or waypoint.
• Creates latitude/longitude waypoint on the Direct To leg abeam the
bypassed waypoint if the bypassed waypoint was a latitude/longitude
waypoint.
• Creates a new place bearing distance waypoint based on the original
"place" on the Direct To leg abeam the bypassed waypoint if the
bypassed waypoint was a place bearing distance waypoint.
• Creates a new latitude/longitude reporting point on the Direct To leg
based on the entered latitude or longitude reporting point.
• Line title displays abeam pts and line data displays selected.
• Altitude/speed constraints for bypassed waypoints are removed.
abeam pts prompt displays whenever the active waypoint name is
modified, usually for direct-to routing.
® Route Copy (rte copy)
Push-
• Copies the active route into the inactive route.
• Erases previous inactive route.
• Line title displays rte copy and line data displays complete.
• Subsequent route modifications remove rte copy prompt.
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FLT MGT NAV
Sec. 6.11 Page 165
Rev. 05/01/01 #6
® Intercept Course TO (intc crs to) - Select
Displays whenever the active waypoint name is modified.
Displays boxes if entered waypoint not in the active route.
Displays current route course and prompt caret if entered waypoint in the
active route.
When boxes displayed, valid entry is intercept course from 000 through
360. May be changed until executed. Entered or selected value displays
in large font.
Push-
• When current route course (165°) displayed, selects it as intercept
course to active waypoint.
• Displays entry or current route course to active waypoint.
• Removes abeam pts and rte copy prompts.
® Intercept Course
After pushing intc crs to and prior to execution, displays direct - to
inbound course at the waypoint; changed by entry in intercept course to
(intc crs to) line or by selecting intercept course to. After execution,
displays current required track to fly inbound course to the waypoint.
® Intercept Course TO (intc crs to)
To change intercept course:
• Enter the inbound intercept course (150°) in the scratchpad.
• Select the intc crs to line to change the leg direction; intercept
course to BTG of 150° is entered in the intc crs to line and above
the active waypoint.
FLT MGT NAV
Sec. 6.11 Page 166
Rev. 05/01/01 #6
Continental
111
Flight Manual
Intercept Course From
The steps to create an intercept course from a waypoint are nearly the same as
the steps for an intercept course to. The waypoint name in the scratchpad is
suffixed with the outbound course.
An intercept course can be created outbound from a waypoint in the
navigation database or from present position. The waypoint does not have to
be in the route. Entering a waypoint and course pair into the active waypoint
line shows the intc crs from prompt. The FMC calculates a route leg with
the waypoint as the origin of the entered course.
The example shows a 090° course from BTG, entered as BTG090. When this
course intercept is put into the active waypoint line, the course (090°) is
shown in the leg direction and the waypoint is shown as a conditional
waypoint consisting of a course intercept (090°).
ACT RTE 1 LEGS 1/4
16 5° 3 8 N M
BTG .810/FL350
< RTE 2 LEGS
BTG090
77716064
< RTE 2 LEGS
P/P090
RTE DATA>
RTE DATA>
©-
MOD RTE 1 LEGS 1/4
.810/ FL350
( 090)
THEN
EE]
ROUTE DISCONTINUITY -
OED .810/ FL350
14 9° 1 4 6 N M
RBL .810/ FL350
16 2° 1 4 2 N M
OAK .810/ FL350
INTC CRS FROM
< ERASE 0 9 0° Hj |-
^ V
77716066
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FLT MGT NAV
Sec. 6.11 Page 167
Rev. 05/01/01 #6
Waypoint and Outbound Course
Enter the waypoint name and outbound course into scratchpad.
® Present Position and Outbound Course
Enter P/P and outbound course into scratchpad.
® Active Outbound Course Entry
After active waypoint line is selected, the outbound course is shown. The
waypoint name is not used.
For example, BTG090 is entered into the active waypoint line. The FMC
calculates a new route leg with BTG as the origin on an outbound course
of090°.
® Intercept Course From (intc crs from)
Shows outbound course from entered waypoint.
Shows the active waypoint name is modified with P/P or waypoint
outbound entry.
Valid input is any course from 000 through 360. May be changed until
executed.
FLT MGT NAV
Sec. 6.11 Page 168
Rev. 05/01/01 #6
Continental
111
Flight Manual
Select Desired Waypoint Page
When a waypoint identifier is not unique (other database waypoints have the
same name), a selection of which geographical location to use must be made
before the waypoint can be used in the route. The SELECT DESIRED WPT
page is automatically shown when the FMC encounters more than one
location for the same waypoint name after a waypoint entry.
© m
ay
SELECT DESIRED WPT 1/1
►eno vor
114.80 N40° 38. 0W064°31.5
ENO DME4
112. 4 0 N44° 27. 0W101°15.7
ENO WPT
N48° 1 5. 3W062°52.9
ENO VORDME
116.60 N50° 45. 2W070°12.2
-©
77716069
Identifier
Shows the identifiers for the duplicate named waypoints. Select the
correct waypoint by pushing the applicable left or right line select key.
® Waypoint Lines
Display a sorted list of waypoints with identifier, navaid type, frequency,
and coordinates:
• When page is accessed as a result of a flight plan modification, sort
is based on proximity to the waypoint preceding the entered
waypoint.
• When page is accessed as a result of a DIR/INTC or REF NAV
DATA entry, sort is based on proximity to current aircraft position.
Push - Selects waypoint location for use; returns display to page
previously in use.
Pushing any CDU function key exits page without selecting a waypoint.
® Frequency
Shows the frequency of the navaid.
Blank if the waypoint is not a navaid.
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FLT MGT NAV
Sec. 6.11 Page 169
Rev. 05/01/01 #6
® Type
Shows the type of navaid.
Blank if the waypoint is not a navaid.
® Latitude/Longitude
The latitude/longitude is shown for each duplicate name.
FLT MGT NAV
Sec. 6.11 Page 170
Rev. 05/01/01 #6
Continental
111
Flight Manual
Airway Intercept
Just as in intercept to/from, LNAV can be used to intercept an airway. An
airway intercept changes the active waypoint on the RTE and LEGS pages.
Enter the airway identifier under VIA on line 1 of the RTE page. Boxes
display under TO. Enter the desired airway exit waypoint in the boxes. For
this open-ended airway intercept, the FMC selects the waypoint preceding the
closest abeam location as the starting waypoint of the airway. This waypoint
displays on line 1 . The entered airway and the desired exit point display on
line 2. Executing the modification makes the leg to the FMC selected airway
start waypoint the active leg segment.
If the clearance heading intercepts the active leg segment, LNAV can be
armed and the intercept will occur. In most airway intercept situations, the
commanded heading will not intercept the active leg.
If the clearance heading does not intercept the active leg segment, use the
intercept-course-to procedure to make the course inbound to the waypoint
(after the crossing location) the active leg segment.
Example:
The active route is direct to EPH, then direct to MWH. ATC clears the
airplane to:
• Turn right heading 110°
• Intercept V2
• Proceed via V2 to MWH.
Adding the V2 modification to MWH shows this LEGS page waypoint
sequence:
• BANDR
• BEEZR
• ELN
• PLUSS
• MWH.
Modify the LEGS page using a course intercept to the waypoint after the
crossing location. In this case, it would be PLUSS. PLUSS becomes the
active waypoint on the V2 airway. The LEGS page now displays:
• PLUSS
• MWH
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Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 171
Rev. 05/01/01 #6
EEI
EE
ACT RTE 1
VIA
V2
2/2
TO
B A N D R
MWH
EE
EE]
EEl
ACT RTE 1
V I A
V2
2/2
TO
PLUSS
MWH
EEI
®
77716070
Active RTE 1 Page
The route page before the ATC clearance.
Input Airway
Enter the airway in the first VIA position on the RTE page. Boxes are
shown in the TO position and then a route discontinuity.
FLT MGT NAV
Sec. 6.11 Page 172
Rev. 05/01/01 #6
Continental
111
Flight Manual
®
Airway Exit
Enter airway exit point into the boxes.
®
Start Airway Waypoint
The FMC selects BANDR as the start airway waypoint.
After entering MWH in the boxes:
• The airway line moves down one line
• The start airway waypoint is shown in the first line TO position. The
FMC selects BANDR as the start airway waypoint
• Dashes are shown in the VIA to the start airway waypoint.
® New Active Waypoint
Following modification and execution of the course intercept procedure
to PLUSS, the LEGS page displays PLUSS as the active waypoint.
LNAV can be armed and the airway intercept can be completed.
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FLT MGT NAV
Sec. 6.11 Page 173
Rev. 11/01/02 #9
Route Offset
Select route offsets on the RTE pagel. The offset prompt displays when the
aircraft is in flight and not on a SID, STAR, or transition. The offset displays
as a white dashed line on the ND until the offset modification is executed or
erased. After execution, the offset route displays as a dashed magenta line.
The original route remains a solid magenta line. When executing the offset
modification with LNAV active, the aircraft turns to capture the offset course.
When on the route offset, active route waypoints sequence normally.
However, during transition to or from an offset route greater than 2 1 NM, the
crosstrack limit is extended to 200 NM.
EE
ACT
VIA
V2
EE
V336
EE
DIRECT
EE
EE
EE
2/2
TO
ELN
EPH
MWW
OFFSET
EE
EE
EE
EEI
EE
® OFFSET
Enter the necessary offset. When executed, the cdu ofst light
illuminates.
Valid entries are L (left) or R (right) followed by a distance from 0 to 99 in
nautical miles.
An offset propagates along the route to a Standard Terminal Arrival
Route (STAR), approach or approach transition, discontinuity, end of
route, track change greater than 135°, or holding pattern. An offset can
be removed by deleting the offset, entering an offset value of zero, or
proceeding direct to a waypoint.
FLT MGT NAV
Sec. 6.11 Page 174
Rev. 05/01/01 #6
Continental
111
Flight Manual
CRUISE PAGE
All Engine Cruise
The cruise page is used to monitor and change cruise altitude and speed.
Speed changes can be manually selected or automatically selected with the
selection of other vnav modes. Cruise climbs, cruise descents, and step
climbs can be accomplished from the cruise page.
When using VNAV in economy mode, page data is based on operating at
ECON SPD. Economy cruise speed is based on cost index. When the flight
crew enters a selected speed, page data changes. When the FMC is in the
engine out mode, the data reflects airplane capabilities with one engine
inoperative. The long range cruise (lrc) mode calculates speeds to maximize
airplane range.
vnav Cruise mode
-E3'
-E3-
1=1
■en
— ►ACT ECON
C RZ ALT
CRZ 2/3
STEP TO
FL350 FL390
ECONSPD AT
.810 1 300z/ 1 51 2nm
N 1 KORD ETA/ FUEL
87. 2% 2030z/ 34. 5-
STEP OPT MAX RECMD
I CAO FL330 FL390 FL370
< RTA PROGRESS
ENG OUT>-
LRC>
E3
®
® Page Title
The page title shows the active or modified type of cruise. Usually, the
title contains econ for the economy cruise mode. Fixed speed, engine
out, and long range cruise modify the title.
Page titles include:
• co - Engine out mode and co speed selected
• crz clb or crz des - Cruise climb or descent
• econ - Speed is based on a cost index
• eo - Engine out mode is selected
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Flight Manual
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FLT MGT NAV
Sec. 6.11 Page 175
Rev. 05/01/01 #6
• eo lrc d/d - Long range cruise drift down, is shown when eo is
selected and the airplane altitude is above the maximum altitude for
engine out performance
• lim spd - Mode is based on an airplane configuration limiting speed
• lrc - Long range cruise mode
• mcp spd - Speed intervention is applied from the MCP
• m.xxx - Selected Mach cruise speed
• xxxkt - Selected CAS cruise speed.
® Cruise Altitude (crz alt)
Displays cruise altitude entered on PERF INIT page.
Valid entries are: XXX, XXXX, XXXXX, or FLXXX. Altitude displays
in feet or flight level depending on the transition altitude.
Modified values display in shaded white.
A new entry changes the page title to CRZ CLB or CRZ DES.
Changing the MCP altitude and pushing the altitude selector enters the
MCP altitude as the active cruise altitude, without creating a
modification.
® Economy Speed (econ spd), Selected Speed (sel spd)
Shows the target speed or Mach in magenta.
mod is shown in the page title in shaded white until the modification is
erased or executed.
sel spd displays when flight crew enters speed.
lrc or company (co spd) display when selected, depending on the VNAV
mode.
® Nt
Shows the Ni necessary for level flight at the target airspeed.
FLT MGT NAV
Sec. 6.11 Page 176
Rev. 05/01/01 #6
Continental
111
Flight Manual
© Economy and Required Time of Arrival RTA/Economy (econ, rta/econ)
ECON
• Push - Selects vnav econ mode.
• Shown when an RTA waypoint is not in the flight plan and VNAV is
not in the economy mode.
RTA/ECON
• Push - Selects rta speed mode. Shows econ prompt.
• Shown when an RTA waypoint is in the flight plan and VNAV is not
in the rta mode.
© Required Time of Arrival (rta) progress
Push - Shows RTA PROGRESS 3/3.
® Destination eta/fuel
Estimated time of arrival and calculated fuel remaining at the destination.
Shows the same data for the alternate airport when a divert now
modification is selected from the ALTN page.
Calculations are based on optimum step climbs and cruise altitudes.
® Engine Out (eng out)
Push-
• Displays engine out cruise page
• Commands engine out performance calculations
• Changes CRZ ALT if above maximum engine out altitude
• Changes target speed to engine out LRC speed
• Upon execution, thrust reference mode changes to con.
® Long Range Cruise (lrc)
Push - Shows the long-range cruise page.
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Continental
FLT MGT NAV
Sec. 6.11 Page 177
Rev. 05/01/01 #6
Engine Out Cruise
Engine out VNAV cruise guidance is available on the CRZ page. Engine out
data is also available with both engines operating.
The initial page data includes engine out performance limitations. Manual
entries are allowed. When above the maximum engine out cruise altitude,
VNAV calculates engine out (EO) guidance for drift down (D/D) if necessary.
The EO D/D page automatically changes to the EO CRZ page when reaching
the engine out cruise altitude. Subsequent engine out cruise climb or descent
is accomplished the same as two engine cruise climb or descent.
As the environmental conditions change and the airplane gross weight
decreases, maximum altitude may increase. A cruise climb may be possible
under these conditions.
The example is based on a cruise altitude above the maximum engine out
altitude. When eng out is first selected, the default values are used.
II ACT ECON CRZ 2/3 ||
EE] H ENG OUT> 1 1 1 \
fr
-E=l
-E3
-E3
-► ACT EO D/D
CRZ ALT
■FL246
E O S P D
-2 41
2/3
STEP SIZE
ICAO
<CO SPD
<EO SPD
TO F L 2 4 6
1920z/ 107nm
KORD ETA/ FUEL
2055Z/ 30. 5
OPT MAX
FL242 FL246
ALL ENG>
LRC>
LEE
-EEf
-EEf-
-EEf
77716073
FLT MGT NAV
Sec. 6.11 Page 178
Rev. 05/01/01 #6
Continental
111
Flight Manual
® Page Title
Displays eo d/d (for this example, airplane is above MAX altitude).
Displays mcp spd d/d when controlling to a manually entered speed
during the driftdown.
Displays eo lrc (long range cruise) d/d when LRC selected during
driftdown.
Displays eo lrc when in level cruise flight and the LRC speed is selected.
Displays eo crz clb or eo crz des during engine out cruise climbs or
descents and the airplane is below the engine out maximum altitude.
© Cruise Altitude (crz alt)
Displays altitude from MAX ALT line when current CRZ ALT above
MAX ALT.
Manual entry of an altitude above maximum engine out altitude results in
the scatchpad message, "max alt flxxx."
Valid entries are the same as all engine cruise page.
® Engine Out Speed (eo spd)
Shows the target speed or Mach in magenta.
Manual entry is allowed.
Valid entries are the same as all engine cruise page.
A manually entered speed changes the line title to SEL SPD.
econ can be replaced with long range cruise (lrc), company (co spd), or
engine out (eo spd) speed using prompts at the bottom of the page.
Selecting any other speed shows engine out (eo spd) as a speed select
prompt.
Manual entries may change MAX altitude.
© Company Speed (co spd)
Push - Modifies the page with company speed, engine out data from the
Airline Policy page.
FLT MGT NAV
777 . Sec. 6.11 Page 179
Flight Manual Continental Rev. 05/01/01 #6
® Engine Out (eo spd)
Push - Enables execution of engine out minimum drag speed profile.
Shown when eo lrc, eo sel spd, or co spd is the active speed mode.
® Optimum Altitude and Maximum Altitude (opt, max)
opt - Displays the optimum altitude based on airplane gross weight and
speed displayed on the speed line.
max - Displays the maximum cruise altitude based on:
• Current gross weight
• Engine out operation
• Selected speed option
• Disregarding any altitude or speed constraints, and
• Residual climb rate of a 300 feet per minute.
ALL Engine (eng)
Push - Shows a MOD XXX CRZ page with performance based on both
engines operating.
Selection and execution allows subsequent selection of two engine
economy VNAV modes.
® Long Range Cruise (lrc)
Push - Enables execution of engine out long range cruise.
Display when eo or sel spd is the active mode.
FLT MGT NAV
Sec. 6.11 Page 180 777
Rev. 05/01/01 #6 Continental Flight Manual
INTENTIONALLY LEFT BLANK
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Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 181
Rev. 05/01/01 #6
VNAV Modifications
During the cruise phase, two types of climbs can be managed by VNAV:
cruise and step climbs. Cruise climbs are entered by the flight crew. Planned
step climbs can be entered by the flight crew. Optimum step climbs are
calculated by the FMC. In all cases, the new climb altitude must be entered
into the MCP altitude window before VNAV commands the climb.
Cruise Climb
Setting an altitude above the current cruise altitude in the MCP altitude
window and pushing the altitude selector causes the altitude to be set to the
MCP altitude and the airplane to climb to the new cruise altitude. The
reference thrust limit is clb and the pitch flight mode annunciation is vnav
spd.
Another method to start a cruise climb: set a higher MCP altitude, enter the
altitude into the CRZ ALT line, then execute.
(?) (f — ►ACT ECON CRZ CLB 2/T1]
(2) (f — ► ACT ECON CRZ 2/3 = l|
77716074
® During Cruise Climb
VNAV page title displays crz clb in a climb to cruise altitude.
© End of Cruise Climb
VNAV page title displays econ crz after level off at cruise altitude.
FLT MGT NAV
Sec. 6.11 Page 182
Rev. 05/01/01 #6
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Flight Manual
Planned Step Climb
When a step climb is planned to start at a waypoint, the data can be entered on
the RTE LEGS page. The FMC performance predictions assume the airplane
will start the climb at the identified waypoint.
The FMC shows the distance and ETA to the step point on the PROGRESS
page. The corresponding altitude profile point and identifier is shown on the
ND.
EE
EE
1 0 4
YKM
0 8 5
PDT
40 NM
8 2 N M
/ F L250S ^
/ F L 2 5 0
<D
EE
77716075
® Step Climb Altitude
Enter the cruise altitude as an altitude constraint and the letter S. The
FMC assumes the step climb starts at the waypoint. Accomplish the step
climb at the waypoint with the steps described in cruise climb.
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Continental
FLT MGT NAV
Sec. 6.11 Page 183
Rev. 05/01/02 #8
Calculated Step Climb
When a nonzero value is entered into the STEP SIZE line on the PERF EMIT
or CRZ page, the FMC calculates optimum points for step climbs as the
airplane performance permits. The climb altitude is determined by the value
in STEP SIZE. Multiple step climbs are possible based on performance and
route length.
(r
EB
AB345 PROGRESS 1/3
TO
EL N
NEXT
QUINT
MOD
KM WH
SEL SPD
.810
DTG
ETA
FUEL
17 1 305z 35.0
42 1 329z 33.8
75 1 300z 30.0
TO STEP
1 307z
CLIMB
1 2 N M
<POS REPORT
POS REF >
<D
vnav Cruise mode
-EEM
ACT
CRZ ALT
FL350
ECON SF
.810
EPR
1 . 352
STEP
CAO
ECON CRZ
2/3
STEP TO
F L 3 9 0-
=>D AT
1 300z 1 2 N M
KORD ETA/FUEL
2030Z/ 34. 5
OPT MAX RECMD
FL330 FL390 FL370
7^
-©
77716076
FLT MGT NAV
Sec. 6.11 Page 184
Rev. 05/01/01 #6
Continental
111
Flight Manual
®
TO STEP CLIMB
When the cruise climb start point is the next VNAV event, the line title
changes to to step climb.
Shows the ETA and DTG to the point where the step climb starts.
When the airplane passes the step climb point and has not started to
climb, the ETA and DTG are replaced with the word now.
When the FMC calculates that a step climb is not advised, the ETA and
DTG are replaced with the word none.
An altitude can be entered for a step climb evaluation. The FMC
calculates the predicted step climb data and shows the results on this page
and the PROGRESS page.
Entering a zero value for step size calculates performance based on a
constant altitude flight at the crz alt. Entering a valid, nonzero
increment or ICAO step size calculates performance based on
accomplishing step climbs at calculated step climb points.
Step climb altitudes entered on the RTE LEGS page can be greater than
or less than the crz alt. These step climb altitudes cannot be overwritten
on the CRZ page.
When using the ICAO step size, the step to altitude is the next higher
altitude above the opt altitude corresponding to the direction of flight,
based upon the crz alt entered before takeoff. Changes to crz alt while
in flight do not affect calculation of step to altitudes using ICAO step
sizes. Changing to an alternate RTE in flight calculates hemispheric
altitude based on the FMC crz alt.
When using an altitude increment step size, the step to altitude is the
next higher altitude above opt calculated by adding the step size
increment to the FMC crz alt.
When entering a cruise altitude above maximum altitude, the scratchpad
message max alt flxxx displays.
Entry of a new cruise altitude deletes all waypoint altitude constraints at
or above the new cruise altitude.
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Sec. 6.11 Page 185
Rev. 05/01/01 #6
Shows:
• The step to altitude from the RTE LEGS page
• A calculated step climb altitude based on the step size.
Manual entry is allowed.
Blank when:
• There is no active flight plan, or
• Within 200 NM of the T/D point, or
• In the eo d/d phase.
Shows the ETA and DTG to the step climb point where a climb to the
step to altitude minimizes trip cost (econ crz) or fuel (other CRZ speed).
Shows now passing the optimum step climb point.
Line title changes to avail at when the climb is restricted by thrust or
Line title changes to to t/d when within 200 NM of the top of descent
point. ETA and DTG are relative to the T/D point.
The data is the same as shown on the PROGRESS page.
(D
AT
buffet.
FLT MGT NAV
Sec. 6.11 Page 186
Rev. 05/01/01 #6
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Flight Manual
® Optimum Altitude, Maximum Altitude and Recommended Altitude (opt
MAX RECMD)
Blank when RTA is active.
OPT -
• With econ speed selected, displays altitude which minimizes trip
cost based on weight and cost index.
• With lrc, eo, co or sel speed selected, displays altitude which
minimizes trip fuel based on weight.
• Does not reflect the effect of speed if speed intervention (MCP
IAS/MACH window) is selected.
max - Displays maximum sustainable altitude based on:
• Current gross weight
• Temperature
• Number of engines operating
• Cruise reference thrust limit default set by airline (CLB)
• Speed (ECON, LRC, SEL, EO or CO) option
• Residual rate of climb default set by airline (range: 100 to 999 feet
per minute)
• Disregarding altitude or speed constraints
• Does not reflect the effect of speed if speed intervention (MCP
IAH/MACH window) is selected.
recmd - Displays the most economical altitude to fly for the next 500
NM based on gross weight; selected cruise speed, including specified
cruise speed segments; and constraint altitude cruise over a fixed distance
taking into account the route of flight, entered winds and temperature
forecast. The FMC evaluates altitudes up to 9,000 feet below the current
crz alt and up to less than max altitude. Recommended altitudes are
selected consistent with the step climb schedule and specified step size.
If a step size of zero has been selected, the recommended cruise level is
selected assuming 2,000 feet step size. The recommended altitude is set
to the crz alt when within 500 NM of the T/D.
Note : The recommended altitude may be above or below cruise
altitude. Refer to RTE DATA and WIND pages for wind and
temperature data.
© STEP SIZE
Shows the default step climb size of ICAO.
Valid entries are altitudes from 0 to 9000 in 1000-foot increments.
Used for calculation of optimum step point and step climb predictions.
Deletion of a manual entry defaults back to ICAO.
Ill
Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 187
Rev. 05/01/01 #6
Constant Speed Cruise
A speed for a cruise segment can be specified. A cruise segment has a start
waypoint and an end waypoint. The airplane maintains a constant speed
between the two waypoints. The waypoints must be in the cruise phase. The
FMC controls the speed after the end waypoint or top of descent.
Modification must be executed.
&
EE
EE
EE
EE
MOD RTE 1 LEGS
1 65°
38 NM
BTG
.800/FL350
156"
337 NM
RBL
.800/ FL350
162°
142 NM
OAK
ECON/FL350
121 c
165 NM
AVE
808/FL350
1 29°
29 NM
D.ERBB
.808/FL350
: EREASE
RTE DATA-
EE
EE
EE
EE
EE
EE
Start Waypoint for Constant Speed Cruise
The constant speed cruise starts at BTG at .800 Mach. Entry is in Mach.
® End Waypoint for Constant Speed Cruise
The constant speed cruise ends at OAK then ECON speed is used. If an
RTA waypoint exists at RBL or OAK, the RTA is deleted.
Entry can be a Mach number, ECON/ or E/, LRC/ or L/. If an RTA
waypoint is in the flight plan, RTA/ or R/ may be entered.
If no end waypoint is specified, the constant speed terminates at top of
descent.
The FMC may select the end waypoint if a RTA waypoint is entered.
The FMC selects the end waypoint to allow enough distance to arrive at
the RTA waypoint on time. In the example, if the FMC selected OAK as
the end waypoint, RTA would replace ECON. See RTA PROGRESS
page 3/3.
FLT MGT NAV
Sec. 6.11 Page 188
Rev. 05/01/01 #6
Continental
111
Flight Manual
Cruise Descent
Setting an altitude below the current altitude in the MCP altitude window and
pushing the altitude selector (more than 50 NM from a T/D) causes the cruise
altitude to be set to the MCP altitude and the airplane to descend to the new
altitude. The CRZ page displays act econ crz des. If the altitude set in the
altitude window is below the speed transition (spd trans) or restriction (spd
restr) altitude displayed on the DES page, those altitudes and speeds are
deleted. Transition or speed restrictions must be maintained by flight crew
action . A VNAV cruise descent is commanded at cruise speed and
approximately 1250 feet per minute.
The autothrottles adjust thrust to maintain the target descent rate; pitch
maintains the commanded speed. The thrust levers can be manually
positioned to adjust the descent rate.
(T) [f — ► ACT CRZ DES 2/3 == j|
(5) ff — ► ACT ECON CRZ 2/3 ^
77716077
® During Cruise Descent
Page title shows VNAV phase is cruise in a descent to cruise altitude.
® End of Cruise Descent
Page title shows VNAV phase is cruise after level off at cruise altitude.
Ill
Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 189
Rev. 05/01/01 #6
Descend Now (des now)
When a Descend Now is initiated (des now function active), the VNAV phase
is descent and the DES page becomes active.
During cruise, setting an altitude below the current altitude in the MCP
altitude window and pushing the altitude selector activates the des now
function when the airplane is within 50 nm of the T/D or if the MCP altitude
is set below the highest descent altitude constraint in the VNAV descent
profile.
The autothrottle sets thrust to maintain the target descent rate; then
annunciates hold. Pitch maintains the commanded speed. Thrust levers can
be manually positioned to adjust the descent rate.
Another method to accomplish a Descend Now: set a lower MCP altitude,
page forward to the VNAV DES page and line select des now, and execute.
ff ECON DES 3/3^])
F ORECAST>
< OFFPATHDES DES NOW>
77716078
® DES NOW
The des now prompt is shown on the descent page when the cruise phase
is active. Select the des now prompt and execute to start a VNAV ECON
descent of approximately 1250 feet per minute at ECON speed.
Upon reaching the planned descent path, VNAV commands pitch to maintain
the planned descent path and ECON speed. If the airplane reaches an altitude
constraint, vnav spd changes to vnav alt until the planned descent path is
intercepted, then it changes to vnav pth.
FLT MGT NAV
Sec. 6.11 Page 190
Rev. 05/01/01 #6
Continental
111
Flight Manual
Navigation Data
Reference Navigation Data Page
The reference navigation data page shows data about waypoints, navaids,
airports, and runways. Use this page to inhibit FMC position updates from
radio navaids. The navaids are always available for manual tune, autotune
and the ND.
INIT/REF
< I D E NT
INDEX
NAV DATA:
EEr
I?
-eb
-EB
-EB
-EB
-EB
-EB
REF NAV DATA
IDENT FREQ
ABC 113.30
LATITUDE LONGITUDE
N 5 0 ° 3 6 . 4 W 0 8 2 ° 1 6 . 4
mag var elevation
€15 1600ft
navaidinhibit
'EB-
'EB-
VORONLYINHIBIT
< INDEX
VOR/DME NAV
OFF<>ON>
EB
EB
77715079
Identification (ident)
Valid entries are any waypoint, navaid, airport, or runway from the
navigation database.
Entry changes to dashes when page is exited and then reselected.
® LATITUDE
Shows the latitude of the entered identifier.
® Magnetic Variation (mag var), Length
mag var - Displays magnetic variation when entered identifier is a
navaid.
length - Displays runway length when entered identifier is a runway.
Ill
Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 191
Rev. 05/01/01 #6
® NAVAID INHIBIT
Valid entries are: VOR, VOR/DME, VORTAC, or DME identifiers from
the navigation database.
Inhibits use of entered navaids for updating by both FMCs.
Entries are blanked at flight completion.
Deleting or overwriting removes a previous inhibit.
© VOR ONLY INHIBIT
Valid entries are VOR identifiers from navigation database.
Inhibits use of only VOR portion of entered navaid for updating by both
FMCs.
Entries are blanked at flight completion.
Deleting or overwriting removes a previous inhibit.
© INDEX
Push - Shows the INIT/REF INDEX page.
(?)
Frequency (freq)
Shows the frequency of the entered identifier, if it is a navaid.
® LONGITUDE
Shows the longitude of the entered identifier.
® ELEVATION
Shows the elevation of the entered identifier if it is a navaid, airport, or
runway.
© VOR/DME NAV
Push - Alternately selects vor/dme nav on (active) and off (inactive).
on - VOR/DME data is supplied to the FMC for position updates, on is
shown in large green letters and off is shown in small white letters.
off - VOR/DME data is not available to the FMC. off is shown in large
green letters and on is shown in small white letters. DME - DME
position updating is not inhibited.
Selecting off shows ALL in both locations of the VOR ONLY INHIBIT
line.
FLT MGT NAV
Sec. 6.11 Page 192
Rev. 05/01/01 #6
Continental
111
Flight Manual
Fix Information Page
Two identical FIX INFORMATION pages are used to create waypoint fixes
and waypoints for the ND. Some of the created waypoints can be copied into
the route.
Magnetic/True Bearing
Magnetic or true fix bearings depend on where the airplane is operating.
Refer to FMC Polar Operations, Flight Management, Navigation, Section
6.11.
FIX
r?
FIX INFO 1/2
FIX BRG/DIS FR
►ABC 111/29-*
BRG/DIS ETA DTG ALT
130/24 2004z 10 12000
1 80/ 26 2006z
/
32 FL190
ABEAM
15 0/23
2008z 18 15500
PRED ETA - ALT
►< ERASE FIX 112NM 2108z
ABC1 80. 0/ 026. 4
E=]
77716080
Enter the fix. Valid entries are airports, navaids, and waypoints from the
navigation database. The selected fix is shown on the ND and
highlighted by a green or cyan circle.
Ill
Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 193
Rev. 05/01/01 #6
{ '^) Bearing/Distance (brg/dis) - Distance Entry
Valid entries XXX/YYY.Y:
• Decimal values can be omitted.
• Leading zeros can be omitted for distance entries.
• Distance only entries must start with a (/).
Distances from the fix display on the ND as a circle around the fix.
When the circle intersects the active route, the ETA, DTG, and predicted
altitude at the intersection display for the closest of the two intersections.
Bearings from the fix display on ND as radial lines from the fix.
When the bearing intersects the active route, the ETA, DTG, and
predicted altitude at the intersection display.
eta - Displays the estimated time if arrival to the intersection point.
dtg - Displays the distance to go to the intersection point.
alt - Displays the predicted altitude at the intersection point.
Push - copies the fix place/bearing/distance into the scratchpad. This fix
can be placed in the route on a LEGS or RTE page as a waypoint.
® Bearing/Distance (brg/dis) - Dashes
Enter a bearing, distance, or both bearing and distance from the fix. A
bearing and distance from the fix displays on the ND as a waypoint fix
point, eta, dtg, and predicted do not display.
® ABEAM
Displays abeam prompt.
Push - Displays bearing and distance from the fix perpendicular to the
nearest segment of the flight plan path, and ETA, DTG, and altitude at the
intersection point.
Second push - Copies the fix place/bearing/distance into the scratchpad.
This fix can be placed in the route on a LEGS or RTE page as a
waypoint.
© ERASE FIX
Push - Removes all fix data from the page and the ND.
FLT MGT NAV
Sec. 6.11 Page 194
Rev. 05/01/01 #6
Continental
111
Flight Manual
^S) Route Intersection Point Copied
Pushing the line select key for one of the BRG/DIS entries copies the fix
place/bearing/distance definition into the scratchpad. This fix can be
placed into the route on a LEGS page as a waypoint.
Bearing/Distance From (brg/dis fr)
Shows the bearing and distance of the airplane from the fix.
® Predicted Distance to ETA or Altitude (pred eta-alt)
Valid entry is altitude, flight level, or time. Time entry must be followed
by"z."
Entering an altitude or flight level displays the predicted along track
distance and altitude or flight level on this line. The predicted airplane
position displays on the ND route line as a green circle with the entered
altitude/flight level.
Ill
Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 195
Rev. 05/01/01 #6
ROUTE AND WAYPOINT DATA
Route Data Page
The route data page shows progress data for each waypoint on the ACT RTE
X LEGS page. This page also allows access to the WIND page. This page is
available only for the active route.
The ETA and calculated fuel remaining at the waypoint are shown for each
waypoint. Manual entry is not possible.
d>-
EEl
f-
ACT
XXXXX
WIND
X/5 ^
r
ACT
RTE 1
LEGS
1/3 1
1"
RTE
DATA>|
^
RTE 1
DATA
WPT
FUEL
ELN
45.
0
EPH
43.
9
QUINT
42.
9
PELLY
41 .
5
RW32R
40.
0
:LEGS
WIND DATA
REQUEST>-U(
ETA
Shows ETA for waypoint.
Waypoint (wpt)
Shows identifier for waypoint.
LEGS
Push - Shows RTE LEGS page.
FLT MGT NAV
Sec. 6.11 Page 196
Rev. 05/01/01 #6
Continental
111
Flight Manual
® WIND
w> - Indicates waypoint winds have been entered.
> - Winds not entered.
Push - Selects WIND page for the selected waypoint.
® FUEL
Shows the FMC calculated fuel remaining at the waypoint.
Note : ETA and estimated fuel calculations assume a direct flight
across route discontinuities.
© WIND DATA REQUEST
Push - Transmits a data link request for wind and descent forecast data.
Flight Crew may enter up to four altitudes on any wind page to qualify
the request.
Ill
Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 197
Rev. 11/01/01 #7
Wind Data
The FMC uses wind data to improve performance prediction accuracy. Wind
data includes altitude and direction/speed.
The FMC puts the first entered wind data into all waypoints in the flight plan,
before and after the selected waypoint. Wind data entered at a second
waypoint at the same altitude changes wind data up to the first entered wind
data. The wind data before this does not change. Therefore, enter wind data
for waypoints closest to the airplane, then enter wind data for waypoints
farther from the airplane.
For example, at FL 350 100/085 is entered at waypoint OED. All waypoints
in the route have the OED wind data. Then, additional wind data entered at
OAK changes the wind data at OAK and through the end of the route.
. 1007085 1 00 7085 1007085 1007085 1007085 1007085 1007085
Vji — e o e e © e o
" BTG OED RBL OAK AVE CRM PJM
First Waypoint (OED) - FL350, 1 507085 wind entered at OED
* 1 007085 100785 100785 1507120 1507120 1507120 1507120
fr=p — e © © e e e o
" BTG OED RBL OAK AVE CRM PJM
Second Waypoint (OAK) - FL350, 1507120 wind entered at OAK
77716082
Entered wind data are mixed with sensed wind data for performance
predictions. The FMC uses entered winds for predictions far ahead of the
airplane and sensed winds close to the airplane. The FMC mixes these winds
for predictions in between. Sensed winds display on the progress page 2/3.
Inaccurate forecast wind and temperature information degrades the accuracy
of the recommended altitude displayed on the cruise page.
The FMC adjusts ECON climb speed and top of climb using entered and/or
sensed wind speed. FMC calculated ECON climb speed may fluctuate if top
of climb is near a waypoint with approximately a 45 degree or larger track
change and if a significant wind velocity has been entered or is predicted for
that waypoint. This fluctuation does not occur when using a manually entered
climb speed or speed intervention.
FLT MGT NAV
Sec. 6.11 Page 198
Rev. 05/01/01 #6
Continental
111
Flight Manual
Wind Page
The wind page is used to enter forecast winds and temperatures at specific
altitudes for specific waypoints to enhance VNAV performance. The FMC
calculates step climb points based on the wind effect but does not calculate
step climb points based on wind data entered at the step climb altitude.
This data can be uplinked or manually entered.
The altitudes are entered first. The altitudes can be entered in any order and
are sorted and shown in ascending order.
Wind speed and direction are entered for the specific altitudes.
OAT can be entered for any altitude. The FMC calculates the temperature for
the entered altitudes using the standard lapse rate.
ACT
ETA
1 305Z
RTE 1
WPT
EL N
DATA
FUEL
45.0
1/1
WIND
EEh
&
-E3
► MOD ELN WIND 1/5
ALT OAT DIR/SPD
FL250
FL21 0
1 7000
< ERASE
77716083
Page Title
41 ° C
33° C
25° C
280°/ 70kt,
300°/ 50kt
— ° / — kt-
ALT/ OAT
FL200/ - 31 ° c
RTE DATA>-»F=l
EE
-EEr-
-©
-©
Shows ACT XXXXX, where XXXXX is the waypoint for which the
winds are shown.
When a route is being modified, mod in shaded white is shown in the
page title.
Ill
Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 199
Rev. 05/01/01 #6
® Altitude (alt)
Enter altitude or flight level for wind entries. Altitude data entry possible
only on line 1L.
After data entry, data is sorted by altitude and placed in lines 1 through 4.
Dashes are shown on right side of line for wind direction and speed entry.
When all four lines have data, one must be deleted before new data can
be entered.
@ Altitude/Flight Level Data
Shows the altitude or flight level for wind or OAT entries.
Data entered on 1L is shown on lines 1 through 4. Data entry not
possible in lines 2L through 4L.
OAT shows the outside air temperature. Entries made using the
ALT/OAT line are shown in large font. Calculated OAT, based on
standard lapse rate, is shown in small font.
® ERASE
Push - Removes the modified data.
® Direction and Speed (dir/spd)
Shows dashes after altitude/flight level is entered in the ALT line. Enter
wind direction and speed for the altitude.
Shows entered wind direction and speed for related altitude.
Values propagate in both directions for the first wind entered and
downtrack for other entered winds. Propagated values display in small
white font.
Manual entries are shown in shaded white until executed, then in large
white font.
© Altitude/Outside Air Temperature (alt/oat)
Enter the altitude and its OAT. The altitude for OAT does not have to be
one of the wind altitudes. The FMC uses standard lapse rate to calculate
and show the temperature at the other altitudes.
Manual entries are shown in shaded white until executed.
® Route Data (rte data)
Push - Shows the RTE DATA page.
FLT MGT NAV
Sec. 6.11 Page 200
Rev. 05/01/01 #6
Continental
111
Flight Manual
Position Report Page
The position report page shows data for a position report. A position report
can be data linked from the page.
The page contains reference data only. Manual entries are inhibited.
B
FMC COMM
< RTE 1 POS REPORT>
B"
fl AB345 PROGRESS 1/3 fl
| | 1 1 < P O S REPORT POSREF>||
B
B
B
HB
B
-B
AB345 POS REPORT
POS ATA ALT
•BEEZR 1 300z FL190
EST ETA
€LN 1 305z-*
NEXT
■QUINT
TEMP WIND
-25°C 180°/ 30KT
POS FUEL
4 4.2
B-
<PROGRESS
REPORT>-< F^f
B
B
t+B
®
w Position (pos)
Waypoint to use to report position. This is the previous active waypoint.
® Estimate (est)
The active waypoint is shown in magenta.
® NEXT
Waypoint after active waypoint.
® Temperature and Wind (temp wind)
temp shows the OAT in °C.
wind shows the wind direction and speed.
Ill
Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 201
Rev. 05/01/01 #6
® PROGRESS
Push - Shows the PROGRESS page.
© Actual Time of Arrival and Altitude (ata alt)
ata shows the actual time of arrival for the POS waypoint.
alt shows the airplane altitude at last waypoint.
® ETA
Shows the estimated time of arrival for the active wayoint.
® Position Fuel (pos fuel)
Shows the fuel on board at the POS waypoint.
® REPORT
Push - Transmits a data link downlink of the data on this page.
The data link transmission of a position report requires the data link not
be in the voice or no-communications mode.
FLT MGT NAV
Sec. 6.11 Page 202 7 77
Rev. 05/01/01 #6 Continental Flight Manual
INTENTIONALLY LEFT BLANK
Ill
Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 203
Rev. 05/01/01 #6
In-Flight Position Update
ff = AB345 PROGRESS 1/3 j]
E3ll<P0S REPORT POS RE F =» 1 1 1 I-
JPREV
1 PAGE
POS REF
J NEXT
1 PAGE
IF
POS I N IT
1
B
B
B
B
B
B
POS REF
FMC (GPS)
N47° 32. 4 W122° 1 8
I N E R T I A L
N47° 32. 4 W122° 1 8
GPS
N47° 32. 4 W122" 18.6
RADIO
N47° 32. 4 W122° 1 8
R N P / ACTUAL
1 . 00/ 0. 30NM
2/3
UPDATE
. 6 ARMED^EEr-
I N E R T I A L
. 7 NOW>-^E=l-
G P S
NOW>-^ ( I
RADIO
6 NOW>-^F^r-
D ME D ME
PDX SEA
<INDEX
BRG/DIST>
7^
B
B
7771 6085
FMC position update is accomplished on the POS REF 2/3 page in flight.
UPDATE ARMED
Pushing the arm prompt arms the position update function, arm changed
to armed. Each of the position update sources have a now prompt.
® INERTIAL NOW
Push - To update the FMC position from the inertial position.
® GPS NOW
Push - To update the FMC position from the GPS position.
® RADIO NOW
Push - To update the FMC position from the navigation radio position.
FLT MGT NAV
Sec. 6.11 Page 204
Rev. 05/01/01 #6
Continental
111
Flight Manual
PROGRESS PAGES
Progress Page 1/3
The progress page shows general flight progress data. The FMC Cruise
section of this chapter shows how to make position reports with the progress
page.
The page title shows the company flight number entered on the RTE page.
Page one of the progress pages shows general data about:
• Waypoints (active and next) • FMC speed
• Destination data • Cruise altitude.
PROG
(I)—
-E3
-E3 1
© &
T O
EL N
NEXT
QUINT
D E ST
KM WH
S E L S P D
.81 0
AB345 PROGRESS 1/3
DT G
ETA ^-^F U E L
17 1 305z 35.0
329z 33.8
75 1 300z 30. 0
T / C
1 307z 1 2nm
<POS REPORT
POS REF>
®
77716086
TO
Active waypoint on active leg and is shown magenta.
Can not be modified.
■©
0
NEXT
Waypoint after to waypoint and is shown white.
Can not be modified.
Ill
Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 205
Rev. 05/01/01 #6
Destination (dest)
Any waypoint or airport in navigation database can be entered. The line
titles are:
• dest - Performance predictions to destination. Default display.
• dir to fix - When entered waypoint is not in flight plan is entered.
Data shown is based on flying present position direct to the
waypoint.
• en route wpt - When entered waypoint is in flight plan. Line data
are based on flying the flight plan route to the waypoint.
• mod - A modification has been made on another page. Performance
predictions include modification.
Remove entries with delete key or change all CDUs to a different page.
Selected Speed (sel spd)
The speed line shows the FMC active command speed in magenta.
The active speed mode is the same as shown on the performance page,
unless changed by the MCP or a limit. The speed modes are:
• lrc spd - Long range cruise • mcp spd - MCP speed entered
speed on the mcp ias/mach indicator
• econ spd - Economy speed • eo spd - Engine out speed
• sel spd - Selected speed • co spd - Engine out operations
manually entered on the at airline specified engine out
CDU company speed
• lim spd - Speed is limited • V REF +80, for engine out
by VMO, MMO, flap limit, operations during takeoff,
or buffet limit
Position Report (pos report)
Push - Shows the POS REPORT page.
ETA
Estimated time of arrival at waypoint or destination.
FLT MGT NAV
Sec. 6.11 Page 206
Rev. 05/01/01 #6
Continental
111
Flight Manual
®
Distance To Go (dtg)
Distance to go to waypoint or destination.
®
FUEL
Estimated fuel remaining at waypoint or destination.
®
TO
ETA and DTG:
t/c - top of climb
• e/d - End of descent data
• step clb - step climb data • level at - Time and distance to
Push - Shows position reference page.
Note : The Flight Management Computer System (FMCS) does not
contain special provisions for operation with landing gear
extended. As a result, the FMCS will generate inaccurate
enroute speed schedules, display non-conservative predictions of
fuel burn, estimated time of arrival (ETA), and maximum
altitude, and compute overly shallow descent path.
To obtain accurate ETA predictions, gear down cruise speed and
altitude should be entered on the CLB and CRZ pages of the
Control and Display Unit (CDU). Gear down cruise speed
should also be entered on the DES page and a STEP SIZE of
zero should be entered on the PERF INIT or CRZ page. Use of
the VNAV during descent, under these circumstances is not
recommended.
t/d - top of descent data
level off in engine out mode.
Ill
Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 207
Rev. 05/01/01 #6
Progress Page 2/3
Progress page two contains:
• Wind data
• Fuel data
• Static air temperature
True airspeed
Track error data.
Or
NEXT
PAGE
AB345 PROGRESS 1/3
1
■S
-E3
■Of
AB345 PROGRE SS 2/3
H/WIND WIND ^-^X /WIND
2KT 180°/30 R28KT
XTK ERROR VTK ERROR
-L 0 . 1 N M
T AS
42 0kt
LEFT
• 34. 7
+ 1 Oft
SAT
- 25° c
FUEL USED RIGHT
T ot 69.8— 35.1
FUEL QT Y
TOTALIZER CALCULATED
20. 7 20. 6
-@
■®
-@
E3
<us FUEL QT Y USE
TOTALIZER CALCULATED
11.3 20.6
FUEL DISAGREE-PROG 2/ 2
IB
77716088
Headwind (h/wind), Tailwind (t/wind)
Headwind component (h/wind).
Tailwind component (t/wind).
Wind component data is relative to the airplane.
® Crosstrack Error (xtk error)
Crosstrack (xtk) error in nautical miles left or right of the active route.
® TAS
Airplane true airspeed.
FLT MGT NAV
Sec. 6.11 Page 208 7 77
Rev. 05/01/01 #6 Continental Flight Manual
® LEFT FUEL USED
Fuel consumed by left engine sensed by fuel flow meters.
© Fuel Quantity Totalizer (fuel qty totalizer)
Fuel quantity calculated by the fuel quantity system totalizer.
The fuel remaining line shows two independent fuel remaining values,
totalizer and calculated. They can be compared to validate FMC
calculations.
© WIND
Displays current wind direction and speed referenced to true north.
Crosswind (x/wind)
Left (l) or right (r) crosswind component relative to airplane heading.
® Vertical Track Error (vtk error)
Vertical path (vtk) error above (+) or below (-) vertical path.
® Static Air Temperature (sat)
Outside static air temperature.
© RIGHT FUEL USED
Fuel consumed by right engine sensed by fuel flow meters.
© Total Fuel Used (tot fuel used)
Sum of the LEFT and RIGHT fuel consumed values.
FLT MGT NAV
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Sec. 6.11 Page 209
Rev. 05/01/01 #6
Fuel Quantity Calculated (fuel qty calculated)
Fuel remaining as calculated by the FMC with these methods:
• Before engine start, fuel quantity calculated by fuel quantity system
totalizer.
• After engine start, fuel quantity at engine start decreased by EICAS
engine fuel flow rate.
• After fuel dump, resets to fuel quantity system totalizer.
• After landing, resets to fuel quantity system totalizer.
The fuel remaining line shows two independent fuel remaining values,
totalizer and calculated. They can be compared to validate FMC
calculations.
Push - Selects method to calculate fuel quantity, either totalizer or
CALCULATED.
When one is selected:
• It is used for remainder of flight.
• The other fuel calculation method blanks.
• Scratchpad clears.
Scratchpad message fuel disagree-prog 2/3 and use prompts are shown
when totalizer and calculated values disagree by more than
approximately 9000 pounds for 5 minutes.
®
USE
FLT MGT NAV
Sec. 6.11 Page 210
Rev. 05/01/01 #6
Continental
111
Flight Manual
RTA Progress Page 3/3
Progress page three is used to enter data for required time of arrival (RTA).
RTA can be entered or changed during preflight or in flight. Creating an RTA
changes CRZ page ti tle to RTA CRUISE. RTA operates only in cruise.
([ ACT ECON CRZ ^
-E=f
RTA PROGRESS
NEXT
PAGE
CO701 PROGRESS
©
PREV
PAGE
CO 701 PROGRESS
-EB>
-EB
EB
EB
-EBH
EB
MOD RTA
FIX
ORD
RTA
.825
MAX SPD
.840
PROGRESS 3/3
RTA
1855 . Oz
ALT / ETA
F210/1910 . Oz
RECMD T/O
1430 . Oz
< ERASE
■©
— ©
PRIOR RTA>
RTA
.825
START SPD
LKT/ . 830
ALT/ ETA
F21 0 /1 91 0. Oz
SEGMENT END
OCS/RTAF
-©
77716089
FLT MGT NAV
777 Sec. 6.11 Page 211
Flight Manual Continental Rev. 05/01/01 #6
® FIX
Valid entry is a waypoint in the active or pending active route.
Waypoints defined by coordinates must be down selected to the
scratchpad, then selected to the FIX line.
Entry by flight crew or data link.
Entry displays ALT/ETA data on line 2R.
When RTA active, deletion of FIX terminates RTA and resumes ECON.
Display returns to boxes.
When RTA not active, deletion of FIX erases a pending RTA MOD.
Display returns to boxes.
Defaults to boxes except when on ground or an engine-out mode active;
then it is blank.
® Required Time of Arrival Speed (rta spd)
Displays FMC computed cruise speed to accomplish RTA.
Blank if no RTA fix or time entered, or with descent active.
® Maximum Speed (max spd)
Valid entry is Mach .100M to .990M.
Deletion of entered value displays default Mach.
Default Mach .850M displays in small font.
® Required Time of Arrival (rta)
Boxes are shown after entering RTA FIX.
Valid entry is time from 000.0 to 2359.9. Decimal entry of .0 is optional.
Entry of Z character is not allowed.
Suffix to RTA indicates:
• No suffix - Arrive at entered time
• A - Arrive at or after entered time
• B - Arrive at or before entered time.
Entry shows recommended T/O time.
Deletion terminates RTA and returns econ as cruise mode.
FLT MGT NAV
Sec. 6.11 Page 212 777
Rev. 05/01/01 #6 Continental Flight Manual
© Altitude/ETA (alt/eta)
Predicted altitude and ETA at RTA fix.
Not shown until FIX is entered in 1L.
Blank until performance data is entered.
® Recommended Takeoff (recmd t/o)
Displays recommended takeoff time to meet RTA at ECON speed.
Dashes until FIX is entered.
Blanks in flight.
Valid entry is time from 0000.0 to 2359.9. Decimal entry of .0 is
optional.
Manual entry recalculates all flight plan time predictions.
Changes to now after recommended takeoff time.
When unable to meet the RTA based on a manual takeoff time entry,
unable rta displays.
W PRIOR RTA
Displays when RTA not active but RTA fix and time previously entered
and activated.
Push-
• Displays previously active RTA fix and time.
• Initiates RTA modification.
® Constant Speed Cruise
Shows constant speed cruise start and end waypoint.
FLT MGT NAV
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Flight Manual
Continental
Sec. 6.11 Page 213
Rev. 05/01/01 #6
FMC DESCENT AND APPROACH
Introduction
The descent phase starts at the top of descent point and continues to the end of
descent point. Planning for the descent phase starts during cruise.
The approach phase starts at the end of descent point and continues to
touchdown or go-around. When a go-around is accomplished, the FMC enters
a modified cruise or approach phase, depending on the route and cruise
conditions.
Alternates can be selected at any time. Alternates are available from preflight
through all phases of flight and can be updated at any time. Diversion to an
alternate can be accomplished during cruise, descent, or approach.
The only automatic page change in the descent/approach phases is the VNAV
selected page change from cruise to descent at the top of descent.
Early Descent
The description of early descent options and functions is in this section, FMC
Cruise.
Descent
During descent, LNAV progress is managed using the RTE LEGS and
PROGRESS pages, as in the cruise phase. VNAV descent management is
accomplished primarily on the DES page.
Other pages which support descent are:
• DESCENT FORECAST page - To enter forecast wind data to aid descent
• OFFPATH DES page - To analyze descent performance with and without
the use of speedbrakes.
planning.
• ALTN page- To manage the selection of alternate airports and diversions.
FLT MGT NAV
Sec. 6.11 Page 214
Rev. 05/01/01 #6
Continental
111
Flight Manual
Descent Page
The descent page is used to monitor and revise the descent path. Descent
speed modes are economy (econ) and fixed speed (sel). The default VNAV
descent mode is econ. A fixed speed descent is flown when speed
intervention is used or a speed is entered on the DES page. The descent page
is blank with DES as the title until an altitude constraint below the cruise
altitude is entered.
This page title includes the VNAV speed mode. The econ mode controls
descent speed at the economy speed until reaching a lower speed restriction.
The fixed speed mode controls descent speed at the fixed speed until a lower
speed restriction is reached.
©-
©-
PREV
PAGE
ACT ECON CLE
NEXT
PAGE
ACT ECON CRZ
vnav Descent mode
E3
-*-ACT ECON DES
E/D AT
•2800 PELLY
ECON SPD
■E3>-. 805/ 270
SPD TRANS
I lf|240/ 1 0000
SPD RESTR
3/3
AT R U B E L
240/ 6000
. . / . .
< OF F PATH DES
FORECAST>
DES DIR>
"B
EE
EE
EE
HEE
EE
EE
FORECAST> EE
< OF F PATH DES DES NOW>-»F=l-
7771 6092
Ill
Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 215
Rev. 05/01/01 #6
0 Page Title
The page title displays active (act) or modified (mod) descent. Usually,
the title displays econ for economy descent. Fixed speed descents
modify the title.
The page title shows the type of descent:
• econ - Speed based on a cost index
• lim spd - Speed based on airplane configuration limiting speed
• mcp spd - MCP speed intervention is selected
• xxxkt - Fixed CAS descent speed profile
• m.xxx - Fixed Mach descent speed profile
• end of des - E/D AT waypoint reached if not followed by a climb
segment.
Fixed descent speeds are for:
• A flight crew entered selected speed (sel spd)
• A speed transition
• A speed retsriction associated with an altitude constraint
• Waypoint speed constraints.
® EndOfDescentat(E/DAT)
Shows the end of descent altitude and waypoint.
The end of descent point is a waypoint in the descent phase with the
lowest altitude constraint.
The altitude is shown in magenta when altitude becomes the FMC
altitude target.
Waypoint is shown in magenta when E/D waypoint becomes the active
waypoint.
Page is blank if no E/D point exists.
FLT MGT NAV
Sec. 6.11 Page 216
Rev. 05/01/01 #6
Continental
111
Flight Manual
© Economy Speed (econ spd), Selected Speed (sel spd)
Both CAS and Mach values are shown.
ECON SPD -
• Economy speed based on cost index
• Shows CAS and Mach values.
SEL SPD -
• Displays when flight crew enters speed
• Displays constraint speed on transitioning into a selected speed
segment (waypoint speed constraint, spd restr, or spd trans)
• Valid entries are cas or mach.
The FMC commanded speed is magenta. Initially, mach is magenta and
cas is white. Below CAS/Mach transition altitude, cas is magenta and
mach is white.
© Speed Transition (spd trans)
The transition speed is usually 10 knots less than the destination airport
limiting speed from the navigation database. When no airport limit speed
exists, the default speed of 240 knots is shown. The transition altitude is
the point that the transition speed is active for the destination airport.
When no altitude exists in the navigation database, the default of 10,000
feet is shown.
Speed is shown in magenta when it is the FMC speed target.
Blanks below SPD TRANS altitude.
Deleting causes the airplane to fly economy or selected speed if not
limited by a waypoint constraint or speed restriction.
© Speed Restriction (spd restr)
Speed restrictions at altitudes higher than E/D altitude, and not associated
with specific waypoints, are manually entered on this line.
Valid entry is a CAS and altitude (example 240/8000). Entry may be
deleted.
Magenta when it is FMC command speed.
Ill
Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 217
Rev. 05/01/01 #6
© Off Path Descent (offpath des)
Push - Shows the OFFPATH DES page.
® ATXXXXX
Shows the next waypoint constraint from the RTE LEGS page,
xxxx is:
• The waypoint identifier
• HOLD AT XXXXX
• AT VECTORS
• AT (INTC).
The constraint is speed/altitude. Blank when no constraint exists.
Can be deleted on this page.
VNAV commands the lesser of constraint speed or present performance
speed.
Speed and/or altitude are shown in magenta when they are the FMC
target values.
® FORECAST
Push - Shows the DESCENT FORECAST page.
® Descend Direct (des dir)
Push - Deletes all waypoint altitude constraints between the airplane
altitude and the MCP altitude. FMC cruise altitude is not affected.
Shown in descent phase with altitude constraint between airplane and
E/D.
Descend Now (des now)
Push-
• Starts a 1250 feet per minute descent schedule until intercepting the
planned descent path
• Activates the FMC descent phase.
Shown when the descent phase is not active.
FLT MGT NAV
Sec. 6.11 Page 218
Rev. 05/01/01 #6
Continental
111
Flight Manual
Descent Forecast Page
The descent forecast page is used to enter wind data for descent, and the
altitude at which anti-ice use is anticipated for more accurate descent path
calculation.
The primary entries are wind direction and speed for up to four descent
altitudes, and the altitude that anti-ice is turned on.
| ACT ECON DES 3/3 ||
EE] 1 1 FORECAST >||| I
Of
EE]
EE]
EE]
® Q
DES FORECAST
TRANS LVL TAI / ON ALT
FL180
A LT
FORECAST
< REQUEST
WIND DIR/SPD
° / KT- f I
- - - ° / - - - KT
..." I ... KT
- - - ° / - - - KT
DES I
EE]
E3
EE]
Transition Level (trans lvl)
Shows the transition level.
The transition level can be specified by the arrival procedure. The default
transition level is FL 1 80.
Above transition level, altitudes are in flight levels. Below transition
level, altitudes are in thousands of feet.
Valid entry is an altitude or flight level.
® Altitude (alt)
Enter altitude of forecast wind data.
Altitudes and flight levels can be entered in any order. Entries are not
sorted.
Execute not necessary.
© FORECAST REQUEST
Push - Transmits a data link request for descent wind data.
FLT MGT NAV
777 Sec. 6.11 Page 219
Flight Manual Continental Rev. 05/01/01 #6
® Thermal Anti-Ice On Altitude (tai/on alt)
Enter the altitude where anti-ice is first turned on during the descent.
© Wind Direction/Speed (wind dir/spd)
Enter the wind direction/speed for the specified altitude. Initial entry
must have wind direction and speed; subsequent entries may have one or
the other.
Execute not necessary.
@ Descent (des)
Push - Shows the DES page.
FLT MGT NAV
Sec. 6.11 Page 220
Rev. 05/01/01 #6
Continental
111
Flight Manual
Offpath Descent Page
The offpath descent page allows the analysis of descent performance off the
present route of flight, direct to a selected waypoint. Data entered on the page
shows clean and drag descent ranges on the page and on the ND. The ranges
are based on an entered waypoint and altitude constraint. The range can be
used to determine if the altitude constraint can be met in a direct descent to the
waypoint.
The FMC puts the last descent waypoint with an altitude constraint into DES
TO.
The ECON SPD, SPD TRANS, SPD RESTR, and DES data are the same as
the DES page.
ACT ECON DES
< OF FPATH DES
DES DIR>
E3
(2>
E3
E3
E3
E3
OFFPATH
DES TO
I I H-PELLY
ECON SPD
. 805/ 270
SPD TRANS
240/ 1 0000
SPD RESTR
I P D / A L T
17 0/2800
TO CLEAN
- 1 3NM
TO DRAG
89NM
'EEh
■B
<DES
DISPLAY
OFF<>ON>
E3
-©
■EE3-
Descend To (des to)
The waypoint for a direct-to descent. Usually, this is the E/D waypoint
from the active route. Manual entry of waypoints on or off of the route
are allowed. The DTG calculations are for a descent direct to the selected
waypoint.
When within 150 feet of the des to altitude for a waypoint, other than the
e/d waypoint, the display automatically changes the des to waypoint to
the e/d waypoint from the DES page.
A waypoint is entered for direct-to analysis.
FLT MGT NAV
111
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Continental
Sec. 6.11 Page 221
Rev. 05/01/01 #6
(D
Distance To Go (dtg)
Shows the straight-line distance to the entered waypoint.
®
Speed/ Altitude (spd/alt)
Shows the speed/altitude constraint for the entered waypoint.
A manual waypoint entry shows boxes for manual speed and altitude
entry.
Distance to the clean descent circle. The distance is negative when a
clean descent is no longer possible.
A clean circle assumes no drag devices are used for descent.
A direct descent to the des to waypoint at a SPD/ALT constraint is
possible when the airplane is outside the clean circle. The clean circle is
shown on the ND when the display prompt is on.
Distance to the drag descent circle. The distance is negative when a drag
descent is no longer possible.
A drag circle assumes speedbrakes are UP for descent.
A direct descent to the des to waypoint at a SPD/ALT constraint is
possible when the airplane is outside the drag circle. The drag circle is
shown on the ND when the display prompt is on and the airplane is
inside the clean circle.
Push - Alternates between on and off.
on - Shows the clean and drag circles on the ND. The drag circle is not
shown until the airplane position is inside the clean circle.
off - Removes the clean and drag circles from the ND.
Selected state is large green font, otherwise small white font.
Automatically changes to off within 150 feet of the waypoint constraint
altitude.
(6)
DISPLAY
FLT MGT NAV
Sec. 6.11 Page 222
Rev. 05/01/01 #6
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Flight Manual
Engine Out Descent
There are no specific engine out pages for descent. Use the two-engine
descent planning features and pages.
Approach
During approach, roll and pitch modes usually change to the approach
guidance supplied by navigation radios. The FMC continues to calculate and
show present position and can supply LNAV and VNAV approach guidance
for certain types of approaches when radio navigation is not used.
The RTE LEGS and PROGRESS pages are used to manage the airplane until
other approach guidance becomes active. Other pages which support
approaches are:
• APPROACH REF page - To specify approach flap settings and set the
approach VREF.
• ARRIVALS page - To select arrival and approach procedures.
• HOLD page - To manage holding patterns.
Holding is described in this section but it can be used during any phase of
flight.
Arrivals Page - IFR Approaches
The ARRIVALS page allows selection of an approach, standard terminal
arrival route (STAR), and an arrival transition to the destination airport. This
page can also be used to view data about a selected airport that is not the
destination. Route 1 and route 2 have separate arrival pages.
The approaches, STARS/profile descents, and transitions are shown and
selected on this page.
Ill
Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 223
Rev. 05/01/01 #6
Selecting Options
Selecting a runway, approach, approach transition, STAR/profile descent, or
arrival transition displays <sel> inboard of the selection and displays mod in
the page title. The other options within the same category are removed from
the list. When the modification is executed, <sel> changes to <act>.
Selecting another page and returning to arrivals displays all options; the
applicable <sel> or <act> prompts display.
When a STAR is selected followed by selection of an approach or runway and
a transition exists in the navigation database, the transition waypoints with
associated speed/altitude constraints are inserted into the flight plan linking
the STAR to the approach or runway. If more than one transition exists,
selection of the applicable transition is made under TRANS on the left side of
the page. Some STARs serve more than one runway. If a STAR and runway
are selected and subsequently a different runway is selected, and if the STAR
is compatible with the new runway, the transition waypoints are inserted into
the flight plan linking the STAR to the runway.
If a different STAR, runway or STAR-runway combination is desired,
selecting another page and returning to the arrivals displays all options.
Less than halfway to destination and
less than 400 miles from origin, displays
departure airport.
KBFI ARRIVALS "2
STARS RTE 1 APPROACHES
CHINS2 BAC31L
EPH4 <ACT>ILS13R
EE]
E3
More than halfway to destination or
more than 400 miles from origin, displays
destination airport
E3
E3
E3
© E3H
KMWH ARRIVALS
STARS RTE APPROACHES
POTHS1 <SEL> <SEL>ILS32R
TRANS TRANS
EAT BATUM
'E=f-
ELN
EPH
NAILS
CD145X
EPH
MWH
CF32R INTCs-
-0)
-0
E3
E3
E3
tkE3 ©
® Page Title
The destination airport identifier is shown in the title.
Airports with more than 5 runways or STARs produce multiple arrivals
pages.
FLT MGT NAV
Sec. 6.11 Page 224
Rev. 05/01/01 #6
Continental
111
Flight Manual
© Standard Terminal Arrivals (stars), Profile Descents (prof des)
stars display in a list under the star line title. Profile descents display
below stars under the prof des line title.
none displays when no STARS in the database.
Push-
• Selects star or prof des for entry into the route, <sel> displays
• All other arrival procedures no longer display and transitions for the
selected procedure display
• Deletes a previously selected procedure
• Displays erase prompt.
® star Transitions (trans)
Displays list of transitions for the selected arrival procedure.
Push-
• Selects transition for entry into the route
• All other transitions no longer display.
® INDEX
Push - Shows the DEP/ARR INDEX page.
© Route 1 (RTE 1)
Shows the active route number (rte 1 or rte 2).
© APPROACHES
Displays the destination airport approaches.
Selection and execution of an ILS approach autotunes the ILS receivers
and displays the course. Selection and execution of a back course (BAC)
approach autotunes the ILS and displays the front course. BAC
approaches cannot be flown in the mcp loc or app mode.
Push-
• Selects approach for entry into the route; <sel> displays; trans
replaces runways
• Displays profile descents for the selected approach; deletes all other
approaches and runways
• Displays intc prompt for the selected approach
• Displays erase prompt.
Ill
Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 225
Rev. 11/01/02 #9
® Approach Transitions (trans)
Displays a list of transitions to the selected approach.
Approach transitions include IAF's, feeder fixes and fixes providing
routing to the FAF.
When transition not selected, approach will be a straight-in approach
starting at a waypoint 4 to 8 miles outside the FAF. Waypoint may be a
charted fix or CFXXX (XXX is the runway number).
Push-
• Selects transition for entry into the route
• Deletes all other transitions
• Displays intc prompt for selected transition.
® Final Approach Fix Intercept (xxxxx intc)
Selecting the prompt shows a modified RTE LEGS page with an intercept
course to the approach transition fix (usually the IAF) for the selected
approach.
ARRIVALS LEGS Page
Information added with AIMS 99 software.
LEGS
RTE 1
322"
PELLY
322"
RW32R
LEGS
7NM
170/
5NM GP
155/
2/3
2800
3.00°-«
0050
77716121
® Glide Path Display
Displays the glide path angle used by VNAV on final approach to the
runway. If the runway was selected as part of a published approach, the
displayed angle will be close to the published glide path angle, but may
differ slightly.
FLT MGT NAV
Sec. 6.11 Page 226
Rev. 05/01/01 #6
Continental
111
Flight Manual
Arrivals Page - VFR Approaches
EE]
EE!
EE!
EEi
EE]
EEI
KMWH ARRIVALS 1/2
STARS RTE 1 RUNWAYS
NONE <SEL> 32R \4 |
VFR APPR>
RWY EXT
NM
< INDEX
ROUTE >-iR
EE]
EE!
EE]
EE]
VFR APPR >•
RWY EXT
- . - NM
-EEr-
E=l
EE
EE]
E3
EE]
KMWH ARRIVALS 1/2
STARS RTE 1 RUNWAYS
NONE <SEL> 32R
RWY EXT
8.0 NM
FPA
3.0
< INDEX
ROUTE >
EE]
EE]
E3
E3
-©
-®
77716097
Ill
Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 227
Rev. 05/01/01 #6
E3
EB
VFR APPR>
RWY EXT
- - . - NM
KMWH ARRIVALS 1/2
STARS RTE 1 RUN WAY S
NONE <SEL> 32R
RWY EXT
6. 0 NM
®
77716098
RUNWAYS
Displays a list of runways for destination airport.
Push-
• Selects runway for entry into the route
• Deletes previously selected approach
• Allows selection of VFR approach or entry of RWY ext data
• Deletes all other runways and approaches
• Displays approach intercept fix for selected runway.
ROUTE
Push - Shows the active route page 2/X.
VFR Approach (vfr appr) (Not operational on CAL ACFT)
Push - Makes a transition waypoint, FAXXX at 8 NM and 2000 feet
above the runway.
Shown when a VFR approach is in navigation database for selected
runway.
LNAV and VNAV guidance to the runway is available. VNAV programs
arrival at the FAF at 170 knots.
Runway Extension (rwy ext)
After vfr appr selected, displays rwy ext 8.o ; rwy ext can not be
modified.
Flight Path Angle (fpa)
Shows flight path angle. Shown only after vfr appr is selected.
Default is 3.0 degrees. Valid entries are from 2.4 to 3.7 degrees.
FLT MGT NAV
Sec. 6.11 Page 228
Rev. 05/01/01 #6
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111
Flight Manual
© Runway Extension (rwy ext)
Valid entries are from 1.0 to 25.0 miles from the runway threshold.
Entry allowed if vfr appr is not selected. Entry removes vfr appr
prompt. Example shows 6 NM entered.
Makes waypoint RXYYY, where YYY is the runway; example: RX32R.
Makes a route discontinuity before and after the waypoint.
VFR Approach Path
77716099
The VFR approach is a level path until the VNAV descent path is intercepted.
The descent path begins at the FAXXX waypoint altitude and terminates at
the runway threshold at 50 feet. Default values display in rwy ext and fpa.
Ill
Flight Manual
Continental
FLT MGT NAV
Sec. 6.11 Page 229
Rev. 05/01/01 #6
Approach Reference Page
The approach reference page shows approach planning data and approach
reference speed (vref) selection.
IF
INIT/REF
-= APPROACH
INDEX
JJ
INIT
REF
Cruise or Descent mode
EE
-+E3
APPROACH
GROSS WT
330 . 0
LANDING REF
<qfe <>QNH
KMWH32R
13501ft4115m
REF
FLAPS
VREF
20°
145KT
25°
140KT
30°
135KT
FLAP
SPEED
EE
F^xINDEX
THRUST LIM>
■EEf
-EEf
-©
<z)
Gross Weight (gross wt)
FMC calculated airplane gross weight is usually shown.
Manual entry is allowed in case the FMC calculated gross weight is
unavailable or invalid, or to allow previewing recommended approach
speeds at other than the calculated FMC gross weight. The manually
entered gross weight will become the FMC calculated gross weight when
a different page is selected and the APPROACH REF page is reselected.
Permanent changes to gross weight result in recalculation of all
performance data and may only be made on the PERF INIT page.
Shows boxes when gross weight is not available from the FMC.
Valid entry is XXX.X.
FLT MGT NAV
Sec. 6.11 Page 230
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Flight Manual
® Landing Reference (landing ref)
Landing reference is selectable between qnh and qfe. Usually, qnh is the
operating mode.
Selecting qfe sets the cabin pressurization schedule, and the destination
landing altitude indication to zero altitude. With the landing reference set
to qfe, changing the barometric setting from std to qfe changes the PFD
altitude tape background color to green. With qfe selected and climb
phase active, changing the barometric setting from qfe to std causes the
landing reference to toggle from qfe to qnh and the green background
color is removed.
For qfe operations, refer to Supplementary Procedures, Flight
Instruments, Displays.
Toggles between qfe and qnh. The active mode is shown in large green
font. The inactive mode is shown in small white font.
© Runway Length
The shown runway reference changes based on route progress. The
destination runway is the reference when the present position is more that
halfway to the destination or more than 400 NM from the origin airport.
The origin airport runway is the reference when less than halfway or less
than 400 NM from the origin airport.
Shows the length in feet and meters of the referenced runway.
® INDEX
Push - Shows the INT/REF INDEX page.
© FLAPS VREF
A gross weight is necessary for V RE f speed calculation. Push the
applicable line select key to select the correct V RE f speed. The three V RE f
speeds are based on landing flap setting.
Shows the calculated reference speed for flaps 20°, 25°, and 30°.
The display is blank until a gross weight is shown.
© FLAP/SPEED
The flap position and V RE f speed is entered for landing.
The V REF speed is shown on the PFD.
Deletion of the data removes V REF from the PFD.
Thrust Limit (thrust lim)
Push - Shows the THRUST LIM page.
FLT MGT NAV
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Continental
Sec. 6.11 Page 231
Rev. 05/01/01 #6
Alternate Airport Diversions
ALTN page 1/2 data helps the flight crew find the best alternate airport. The
page has four airports shown in an ETA sequence. Each airport on the list has
an ALTN XXXX page with more data. Select the ALTN XXXX page with a
caret. ALTN LIST page 2/2 may contain a list of uplinked alternate airports.
Three alternate airport uplinks can be received. ALTN LIST page 1/2 can get
an uplink for the entire page or for just the ALTN INHIB line. ALTN LIST
page 2/2 can receive an uplink of alternate airport names.
Alternate Page 1/2
The first alternate page shows alternate airport data. An alternate airport can
be selected to change the flight plan destination.
The page shows a list of up to four alternate airports sorted in order of the
ETA to the airport while airborne. The source of alternate airports can be:
• An uplink directly to this page
• Automatic selection from the ALTN LIST page
• Automatic selection from the navigation database
• Manual entry.
Alternate airports automatically selected from the alternate list or the
navigation database are shown in a small font. All four alternates can be
shown on the ND in cyan. The alternate airport symbols are automatically
shown when the ND is in the plan mode. The presently selected alternate
airport is shown at all times on the ND map. The other alternates are shown
on the ND map display when the arpt switch is on
FLT MGT NAV
Sec. 6.11 Page 232
Rev. 05/01/01 #6
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Flight Manual
f[ INIT / REF INDEX
||<POS ALTN >f[F=h
[f
RTE
11
ALTN = 111 I
fr
FMC COMM f|
"St+<ALTN ||
77716101
Alternate Airports
Shows the identifier of the four alternate airports in ETA order when
airborne. Shows the identifier of the four alternate airports in distance
order when on the ground.
A manual entry into a field displaying a small font value overwrites the
small font value, but does not delete it from the Alternates Candidates
list. After predictions are complete, the overwritten small font value is
placed on the list according to ETA order. A manual entry into a field
displaying a large font value overwrites and deletes the large font value.
Manual entries display in large font.
Valid manual entry is an airport from the navigation database.
The delete function key can be used to remove manually entered
alternate airports from the ALTN page.
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Sec. 6.11 Page 233
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® Alternate Request (altn request) (Not operational on CAL ACFT)
Push - Transmits a data link request for a preferred list of alternates (up to
four).
Uplinked airports are shown in ETA order but are assigned a preference
number by the transmitting site. The scratchpad shows the message altn
uplink when the alternate airport data arrives.
© Weather Request (wxr request)
Push - Transmits a data link request for alternate airport weather data.
Uplinked weather is sent to the flight deck printer.
® ETA
eta is calculated based on the routing, altitude, and speed shown on the
XXXX ALTN page, eta is blank when the airplane is on the ground.
Shows the alternate airport ETA.
Blank when airplane is on the ground.
© FUEL
Predicted arrival fuel is calculated based on the routing, altitude, and
speed shown on the XXXX ALTN page. The message unable fuel is
shown in the fuel column if the predicted arrival fuel is less than zero.
Fuel values are blank when the airplane is on the ground.
Shows the alternate airport predicted arrival fuel.
Blank when airplane is on the ground.
FLT MGT NAV
Sec. 6.11 Page 234
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Flight Manual
© Selected (<sel>)
The selected alternate is identified with an <a> or <sel> to the right of the
airport identifier. Usually, the closest alternate is automatically selected
and identified with <A>. Manually selecting an alternate places <sel> to
the right of the airport identifier. The selected alternate identifier is
shown in the line title of the divert now prompt.
The FMC automatically selects the alternate airport with the earliest
ETA. Automatically selected alternates show <A> right of the airport
identifier.
A manual selection of an alternate airport is made by pushing the line
select key left of the airport identifier. Manually selected alternates show
<sel> right of the airport identifier.
Entering a new airport into the list of four does not select the new airport.
An alternate airport can be manually selected.
Use the delete function key on a manually selected alternate to remove
<sel>. The automatic selection function selects a new alternate.
® Alternate Select
Push - Displays the XXXX ALTN page for the alternate airport adjacent
to the > prompt.
® Alternate Inhibit (altn inhibit)
An airport will not be one of the four alternate airports if entered into the
alternate inhibit line.
One or two airports can be entered.
Alternate inhibits can be manually entered or uplinked. The inhibited
airports may be uplinked with the altn uplink or separately. If uplinked
separately, the scratchpad shows the message altn inhibit uplink.
Valid entries are airports from the navigation database.
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Sec. 6.11 Page 235
Rev. 05/01/01 #6
®
DIVERT NOW
Selecting divert now displays the route from the present position to the
selected alternate using the route displayed on the XXXX ALTN page for
the diversion airport. The details of the route can be confirmed or
modified before the diversion is executed.
Execution of the diversion:
• Changes the route destination airport.
• Includes the route modification into the active flight plan.
• Deletes all parts of the original route that are not part of the
diversion.
• If a descent path exists, deletes all descent constraints (the scratchpad
message descent path deleted is shown when divert now is
selected).
After a divert is executed the XXXX ALTN page is not updated until all
CDUs are selected off of the XXXX ALTN page.
Push-
• Makes an LNAV route modification for a divert to the selected
• Automatically shows the MOD XXXX ALTN page for the selected
• The page title shows SELECTED DIVERT.
• Shows selected in this position on the CDUs not involved with the
modification.
• Blank on ground.
• Blank in the air when a diversion is not permitted.
alternate.
alternate.
FLT MGT NAV
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Alternate List Page 2/2 (Not operational on CAL ACFT)
The second alternate page shows a list of previously uplinked alternate
airports. The alternates shown on the ALTN 1/2 page are automatically
selected from this list or from the navigation database when a list does not
exist.
NEXT
PAGE
If
ALTN
1/2
il
EE
JEE
-E
ALTN LIST 2/2
KSEA KGEG KBIL KDEN KMCI
KPDX KGTF KRAP KFSD KMSP
KMWH KBOI KMI B KFAR KRFD
KPDT KSLC KLAP KLNK KORD
ALTN LIST ALTN LIST
<RE Q U EST PURGE >
<l NDEX
<5
77716102
® Alternate Airports List
These four lines contain up to 20 airports from which the alternates can
be selected and displayed on ALTN page 1/2 when preferred uplinked
airports do not use all four lines.
The list is uplinked directly to this page. No manual entry is allowed.
Manual airport entries are accomplished on the ALTN 1/2 page.
® Alternate List Request (altn list request)
Push - Transmits a data link request for an alternate airport list uplink.
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Sec. 6.11 Page 237
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®
INDEX
Push - Shows the INIT/REF INDEX page.
Alternate List Purge/Confirm (altn list purge/confirm)
When no list exists, alternate airports can be selected from the navigation
database.
Selecting the purge prompt arms the purge function and displays a
confirm prompt before the list is deleted.
Push - Deletes all airports from the list.
A new list must be uplinked after a purge.
FLT MGT NAV
Sec. 6.11 Page 238
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Flight Manual
XXXX Alternate Page
Each of the four alternate airports shown on the ALTN page 1/2 have a related
XXXX ALTN page. The XXXX ALTN pages show specific data about
alternate airports, the route used for a diversion, and the conditions upon
which the ETA and fuel calculations are based. All data on the page is related
to the alternate airport shown in the page title.
Three route options to the airport can be selected:
direct to - Direct to alternate
offset - Flight plan route with an offset
overhead - Flight plan route to a waypoint then direct to alternate.
The selected route option has an effect on ETA and fuel remaining. It is
identified by <sel>. Selection of a route option for one alternate selects the
same route option for the other three alternates.
(f
ALTN
Hi
BJ
B)
B
B)
KMWHALTN 4/4
VIA ALT
DIRECT TO <SEL> L23B
SPD
LOO OFFSET .780
OVERHEAD WIND
ELN "I
ALT/OAT
/ - - - °c
KMWH ETA / FUEL
< ENG OUT 1430Z/25.0
KM \N
< A L T N DIVERTNOW>
-B-
■B-
-B-
■B-
-B-
B
E3
<ALTN
KMWH
DIVERT NOW>
B
MOD KMWH ALTN 4/4
VIA ALT
DIRECT TO<SEL> FL230
B
< ERASE
DIVERT KMWH
SEL ECTED>
77716104
FLT MGT NAV
777 Sec. 6.11 Page 239
Flight Manual Continental Rev. 05/01/01 #6
VIA DIRECT TO
Push - Selects direct to route option.
All flight plan waypoints are deleted.
® VIA OFFSET
Push-
• With scratchpad empty, selects offset route option
• With offset data in scratchpad, enters offset data. Does not select
option.
Entry and exit to the offset is the same as for the RTE page offset. All
flight plan waypoints are kept.
® VIA OVERHEAD
Push-
• With scratchpad empty, selects overhead option.
• With overhead data in scratchpad, enters overhead data. Does not
select route option.
Shows last waypoint in flight plan.
The waypoints up to the selected or entered overhead waypoint are kept,
then direct to the alternate airport. All waypoints after overhead
waypoint are deleted.
Enter any waypoint in the active or modified route.
® Engine Out (eng out)
This prompt performs the same function as described on the cruise page
in the FMC Cruise section. It can be selected before or after the diversion
is selected.
® Alternate (altn)
Push - shows the ALTN 1/2 page.
FLT MGT NAV
Sec. 6.11 Page 240
Rev. 11/01/02 #9
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© Altitude (alt)
Entry of any valid altitude or flight level into this line causes a
recomputation of ETA and arrival fuel. Altitude entries do not become
part of the diversion modification. Altitude entries apply to all four
alternates.
Shows the altitude for which ETA and arrival fuel is calculated.
The scratchpad shows the message unable alt, if the entry is above
maximum altitude or the top of climb point for divert is after top of
descent point for divert.
® Speed (spd)
Entry of speed or Mach number into this line causes a recomputation of
ETA and arrival fuel. Speed entries do not become part of the diversion
modification. Speed entries apply to all four alternates.
Speed modes available are:
• econ (economy)
• lrc (long range cruise)
• eo (engine out)
• eo lrc (engine out long range cruise)
• co (company speed)
• Any CAS or Mach.
® WIND
Entry of data causes a recomputation of ETA and arrival fuel. A wind
entry may be made for each of the four alternates. A wind entry applies
to only one alternate.
Valid entry is a direction in degrees / speed in knots from 1 to 999
® Altitude / Outside Air Temperature (alt/oat)
Entry of data into these lines causes a recomputation of ETA and arrival
fuel. A separate alt/oat entry may be made for each of the four
alternates.
Shows the OAT for a specific altitude.
Valid entry is an altitude/temperature in °C.
FLT MGT NAV
777 Sec. 6.11 Page 241
Flight Manual Continental Rev. 05/01/01 #6
Alternate Airport ETA/Fuel (xxxx eta/fuel)
Shows the calculated airport ETA and arrival fuel based on the selected
route, altitude, and speed shown on this page.
XXXX DIVERT NOW
This prompt performs the same function as described on the ALTN 1/2
page.
Note : After a divert is executed, the XXXX ALTN page data is not
updated until all CDUs change to a page other than the XXXX
ALTN page.
FLT MGT NAV
Sec. 6.11 Page 242
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Flight Manual
HOLDING
The FMC computes holding patterns with constant radius turns based on
current wind and FMC commanded airspeed. The pattern size is limited to
FAA or ICAO protected airspace. In LNAV, the AFDS tracks the holding
pattern using up to a 30 degree bank angle. Strong winds or airspeed in
excess of FAA or ICAO entry speeds may result in the airplane flying outside
the protected airspace.
With LNAV active before sequencing the holding fix, holding pattern entries
are determined by the following:
• Airplane track, not heading or direction from which the active route
approaches the holding pattern, determines the entry method used
(parallel, teardrop, or direct entry).
• The airplane flies the initial outbound leg a computed distance from the
holding fix, rather than a specific time. The computed distance is a
function of the command airspeed and computed wind at the time the
holding pattern becomes active.
• Teardrop entries use a 40 degree offset angle.
• Parallel and teardrop entries may cause the airplane to fly beyond the
displayed holding pattern; however, the airplane remains in protected
FAA or ICAO limits.
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FLT MGT NAV
Sec. 6.11 Page 243
Rev. 05/01/01 #6
Hold Page (First Hold)
The hold page is used to enter a holding pattern into the route.
When the flight plan does not have a holding pattern, push the hold function
key to show the RTE X LEGS page with the HOLD AT line.
Two versions of the hold page are possible:
• An airway or procedure holding pattern.
• A flight crew-entered holding pattern.
The holding page shows actual or default data about the holding pattern.
Entries make route modifications, which can be erased or executed.
Active holding patterns are magenta on the ND.
hold First hold in route
ff ACT RTE 1 LEGS i7e
TTTTI
HOLD AT ■
PAE
MOD RTE 1 HOLD 1/x
FIX SPD/TGT ALT
PAE 215/8000
QUAD/RADIAL FIX ETA
--/--- 1405Z
INBD CRS/DIR EFC TIME
1 40° / R TURN z
LEG TIME HOLD AVAI L
1.0 MIN
LEG DIST BEST SPEED
- - . - N M
F=i'-<ERASE
'EEh
EE]
77716105
HOLD AT
Displays boxes to enter the holding fix: a RTE LEGS, database, or pilot-
defined waypoint; a navaid or airport identifier; or a FAF already in the
flight plan.
Entering a holding fix displays the RTE X HOLD page.
FLT MGT NAV
Sec. 6.11 Page 244
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® HOLD AT Present Position (ppos)
Push-
• Creates a holding pattern at present position
• Execution establishes the holding fix at the position when exec is
pushed and displays rte hold.
® Holding fix
Shows the holding fix.
® Quadrant/Radial (quad/radial)
Normally displays dashes.
Valid entry is X/XXX, XX/XXX or /XXX. Example: NW/330.
Entry changes inbd crs/dir to agree.
© Inbound Course/Direction (inbd crs/dir)
Displays inbound course and turn direction.
Valid entry is XXX (inbound course), XXX/X (inbound course/turn
direction), /X or X (turn direction).
Entry changes quad/radial to agree.
Displays magenta when the holding fix is the active waypoint.
® Leg Time (leg time)
Displays 1.0 MIN (minute) at or below 14,000 feet.
Displays 1.5 MIN above 14,000 feet.
Displays dashes when an entry made on LEG DIST line.
Valid entry is XXX.X.
When climbing / descending through 14,000 feet with VNAV active and
the spd/tgt alt at 1R displays in large font, the FMC adjusts the leg time
(1.0 MIN at or below 14,000 feet; 1.5 MIN above 14,000 feet).
® Leg Distance (leg dist)
Normally displays dashes. Allows entry of leg distance for hold.
Entry displays dashed on leg time line.
Valid entry is XX.X or X.X.
® ERASE
Erases all FMC modifications.
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FLT MGT NAV
Sec. 6.11 Page 245
Rev. 11/01/02 #9
® Speed/Target Altitude (spd/tgt alt)
Dashes display or fix speed/altitude constraint from the RTE LEGS page.
Manual entries are in large font.
During cruise, entry of a target altitude lower than CRZ ALT modifies
the DESCENT page and displays a T/D. After T/D, the DESCENT page
remains active unless a new cruise altitude is entered.
Speed or altitude may be entered.
With no EFC TIME entry, displays time the aircraft will next pass the
holding fix.
With EFC TIME entry, displays time the aircraft will pass the holding fix
after the EFC time. The FMC uses this time to calculate downtrack ETAs
and fuel values based on departing the holding fix at the new FIX ETA.
Expect Further Clearance Time (efc time)
Enter the time expect further clearance.
Entry changes performance predictions for the route after holding.
Hold Available (hold avail)
Shows calculated holding time available before requiring reserve fuel to
reach the destination.
Best Speed (best speed)
Shows the best holding speed for the airplane gross weight, altitude, and
flap setting.
Note : May exceed ICAO limit speed.
FLT MGT NAV
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Flight Manual
HOLD Page (Existing Hold)
When one or more holding patterns are already in the route, push the hold key
to show the hold page for the first holding pattern. When the hold is the next
LNAV event, the active commands are shown in magenta. Holding
parameters can be monitored and changed on this page. New holding patterns
are added using the next hold prompt.
Most holding patterns are part of a procedure or airway and remain active
until the flight crew executes an exit from holding. This may be
accomplished in one of two ways.
• On the ACT RTE LEGS page, deleting or bypassing the HOLD AT
waypoint causes LNAV to command a direct to the next waypoint.
• On the ACT RTE HOLD page, selecting and executing EXIT HOLD>
causes LNAV to command the airplane to continue in the holding pattern
until arriving at the holding fix, at which time the airplane exists the
holding pattern.
The FMC automatically commands an exit from some holding patterns in
procedures under the following conditions.
• For instrument approach holding patterns designed as a course reversal in
lieu of a procedure turn, the airplane exits holding upon arrival at the
holding fix inbound.
• For some holding patterns in SIDs, the airplane exits holding when
arriving at an altitude.
| HOLD | Hold exists in route
EEI
EEI
E3
LEE
E3
-E3
ACT RTE 1
FIX
PAE
QUAD/RADIAL
I N BD CRS/DIF
1 40°/ R TURN
LEG TIME
1 .0 MIN
LEG DIST
- - - NM
HOLD 1/x
SPD/ TGT ALT
2 15/ 8000
FIX ETA
1 405z
EFC TIME
Z
HOLD AVAIL
0 + 48
BEST SPEED
220KT
< NEXT HOLD
EXIT HOLD>
E3
EEI
EE3
EE]
LEE
&
NEXT HOLD
Push - Shows a new hold page for a new holding pattern entry.
EXIT HOLD
Push-
• Arms a holding pattern exit.
• exit armed displays in shaded white; when executed, airplane returns
to the holding fix via the inbound course for holding pattern exit.
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Sec. 6.11 Page 247
Rev. 05/01/01 #6
FMS ALTERNATE NAVIGATION SYSTEM DESCRIPTION
Introduction
The CDUs can be used as an alternate navigation system if both FMCs fail.
The CDUs calculate lateral navigation for the autopilot flight director system
(AFDS). Pushing the lnav switch engages the lateral steering commands. A
master CDU is automatically selected. It uses ADIRU position data for
navigation. VNAV is not available. Autothrottles may be available. The
CDU can be used to tune the navigation radios.
During normal FMC operation, all system capabilities are contained within
the FMCs. During alternate navigation operation, the CDUs use their own
internal memory and computing capability. Active flight plan data from one
CDU is automatically cross-loaded to the other CDUs. Modifications are
shown on the CDU used for the modifications. The other CDU shows the
changes after execution.
All three CDUs receive inputs from the ADIRU. Usually, the left CDU
makes the left ND map and the right CDU makes the right ND map. The
center CDU is automatically selected after failure of the left or right CDU.
The autopilot selects a master CDU for lateral steering commands in this
order:
• Left CDU if functioning, then
• Center CDU if functioning, then
• Right CDU.
Alternate Navigation Waypoints
The CDUs do not have a performance or navigation database. The CDUs
continuously copy the active route from the FMC. If both FMCs fail, the
CDUs retain flight plan waypoints except for conditional waypoints, offsets
and holding patterns. Waypoints on the copied route can be referenced by
either their identifier, or latitude and longitude.
New waypoints can only be entered in latitude and longitude. This includes
waypoints the flight crew has deleted from the copied route.
FLT MGT NAV
Sec. 6.11 Page 248
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Alternate Lateral Navigation
All CDU calculations are based on a great-circle course between waypoints.
The CDU does not accept undefined waypoints or conditional waypoints.
Complete departure or arrival/approach procedures cannot be manually
entered or cross-loaded from the FMC if they contain undefined or conditional
waypoints. The CDU makes a discontinuity at those waypoints. However,
individual legs of a procedure can be manually entered or cross-loaded if they
constitute a great-circle course.
Route Changes
Route changes are made on the ALTERNATE NAVIGATION LEGS page in
almost the same manner as normal FMC operations. All courses between
waypoints are direct routes. When the active waypoint is modified, the only
navigational choice is present position direct to the modified active waypoint.
A route change to any one CDU is shown on the other CDUs when the
modification is executed.
Course Reference
The ADIRU supplies magnetic variation for present position. So, only the
active waypoint course can be referenced to magnetic north. All subsequent
waypoint courses are true courses.
Alternate Navigation Radio Tuning
The radios must be manually tuned on each CDU in alternate navigation. The
left CDU tunes the left VOR, DME, ADF, and left and center ILS. The right
CDU tunes the right VOR, DME, ADF, and right ILS. Manual tuning is
accomplished on the ALTERNATE NAVIGATION RADIO page.
Alternate Navigation CDU Pages
The alternate navigation system operates from three CDU pages:
• ALTERNATE NAVIGATION LEGS
• ALTERNATE NAVIGATION PROGRESS
• ALTERNATE NAVIGATION RADIO.
These pages are the only ones available in the alternate navigation mode.
Executed flight plan modifications made on one CDU ALTN NAV LEGS
page are shown on the other CDUs.
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Sec. 6.11 Page 249
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Alternate Navigation Legs Page
This page shows data about each leg of the route. The route can be modified.
Waypoint speed and altitude restrictions are not shown because performance
data is not available.
Page Access
Push the legs function key to show the ALTN NAV LEGS page. Subsequent
LEGS pages are selected with the next page or prev page keys.
Waypoint Operations
Waypoint operations include:
• Add new waypoints (latitude/longitude entry only).
• Remove existing waypoints.
• Change the sequence of existing waypoints.
• Connect discontinuities.
The active waypoint is shown on the first line of the first legs page in
magenta. Modified waypoints are shown in shaded white until the exec key is
pushed.
LEGS
d>
248 °
-EEJ'-gve
EE
ATC ALTN
■ 250° M
ENO
NAV LEGS
1/2
282
PSK
222 ° T
N42W115
265 ° T
MACEY
N39° 1 39 W075° OOo
131 NM
N38°008 W078° 2
118 NM
N37° 053 W080" 8
160 NM M
N42°219 W115°004
250 NM
N44°213 W130°904
EE
77716107
FLT MGT NAV
Sec. 6.11 Page 250 777
Rev. 05/01/01 #6 Continental Flight Manual
0 Page Title
The page title ACT ALTN NAV LEGS is shown. If the route is
modified, MOD ALTN NAV LEGS is shown until the exec key is
pushed.
® Leg Direction
Course to the waypoint.
Course reference is m for magnetic, T for true.
Active waypoint leg direction can be magnetic or true. Subsequent
waypoint leg directions are true.
® Waypoint Identifier
Displays the waypoint by name or latitude/longitude.
Valid entries are waypoint names in the route or latitude/longitude for
new waypoints.
® Distance to Waypoint
Shows the great circle distance between waypoints.
© Waypoint Coordinates
Shows the waypoint coordinates.
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Sec. 6.11 Page 251
Rev. 05/01/01 #6
Alternate Navigation Progress Page
This page shows general data about flight progress.
NAV PROGRESS
ALT
F L 2 4
ALTN
LAST
CYN
TO
ENO
NEXT
<3VE
□ EST
KATL 680NM
INERT I A L POS
N45°372 W119°185
XT K ERROR DTK
L 0 . 1 N M 250" M
DTG
8 1 NM,
1 3 1 NM
TTG
00:16-
00: 25
02: 06
G S
31 Okt-
T K
2 2 0 ° m-
-@
— ®
(1)
LAST
Shows the identifier of the last waypoint.
TO
Shows the active waypoint on the route. The waypoint identifier is
shown in magenta. This distance and time to go are shown to the right of
the waypoint.
NEXT
Shows the waypoint after the to waypoint. next data is shown in white.
Destination (dest)
The identifier for the route destination waypoint or airport. Any
waypoint on or off of the route can be entered, and time and distance data
is temporarily shown for that waypoint.
Display options:
• The destination airport identifier, and distance and time to go along
track to the destination airport.
• Entry of an existing flight plan waypoint (identifier or
latitude/longitude) causes the line title to change to ENROUTE
WPT. Time and distance to go are from the present position direct to
the new waypoint.
• Entry of a waypoint not in the flight plan causes the line title to
change to DIR TO ALTERNATE. Time and distance to go are from
the present position direct to the new waypoint.
FLT MGT NAV
Sec. 6.11 Page 252
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© Inertial Position (inertial pos)
ADIRU present position.
@ Cross Track Error (xtk error)
Airplane left or right cross-track error in nautical miles from the active
route track.
Altitude (alt)
Airplane altitude when the LAST waypoint was crossed.
® Time to Go (ttg)
Time to go to associated waypoint or destination.
® Distance to Go (dtg)
Distance to go to associated waypoint or destination.
© Ground Speed (gs)
ADIRU groundspeed.
© Track (tk)
Shows the actual airplane track angle relative to the true or magnetic
reference selected on the heading reference switch.
® Desired Track (dtk)
Desired track angle relative to the true or magnetic reference selected on
the HEADING REFERENCE Switch.
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Alternate Navigation Radio Page
Tune the navigation radios on this page. The tuned radios and associated
parameters are shown. Autotune is not available. The CDUs operate
independently for navigation radio tuning:
• The left CDU tunes all the left radios and the center ILS.
• The right CDU tunes all the right radios.
NAV
RAD
r?
©-
3
ALTN NAV RADIO
VOR
M 1 5. 10m
C RS
ADF
ILS (L&C)
110. 70/ 222°
PRESELECT
77716109
®
VOR
4
Displays last selected VOR frequency. Tuning status displays as Manual
(M).
Valid entry is VOR frequency or VOR frequency/course.
Entry tunes related DME frequency.
® Course (crs)
Displays selected VOR course.
Valid entry is VOR course or VOR frequency/course.
FLT MGT NAV
Sec. 6.11 Page 254
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®
ADF
Displays ADF frequency. Tuning status displays as ANT or BFO.
Displays dashes if no ADF frequency entered on NAV RAD or ALTN
NAV RAD pages after initial power up.
Valid entry is ADF frequency or ADF frequency suffixed with A or B.
Suffix may be changed after entry.
ILS frequency and/or course.
Valid entries are:
• ILS frequency
• ILS frequency/front course
• Front course only (a frequency must already be shown).
Note : If the ILS was in autotune at the time of the FMC failure, the
frequency and course are automatically cross-loaded to the
ALTN NAV RADIO page.
Note : The ILS frequency shows park when no frequency is tuned.
Deleting the ILS frequency parks a tuned ILS.
Note : Course and frequency must be entered for the left, center, and
right ILSs.
The line title is L & C on the left CDU and R on the right CDU.
DME data for the ILS is shown when the EFIS control panel nd mode
selector is set to app.
®
ILS
Allows entry of two separate pre-selected frequencies and/or
frequencies/courses. Valid entries are any of the entries that can be made
on the other lines.
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FLT MGT NAV
Sec. 6.11 Page 255
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EICAS MESSAGES
The following EICAS messages can be displayed.
Message
Level
Aural
Condition
ADIRU ALIGN MODE
iviemo
/VL/iivu is in align moue.
FMC
Advisory
DOin rivi^s nave iaueci or rivi^.
selector is in L with left FMC
failed or in R with right FMC
failed.
FMC L, R
Advisory
Affected FMC has failed.
FMC MESSAGE
Advisory
A message is in the FMC
scratchpad.
GPS
Advisory
GPS has failed.
ILS ANTENNA
Caution
Beeper
Two or more ILS receivers are
not using the correct antennas
for best reception.
NAV ADIRU
INERTIAL
Caution
Beeper
ADIRU is not capable of
providing valid attitude,
position, heading, track, and
groundspeed.
NAV AIR DATA SYS
Advisory
Information from the air data
sources is no longer being
combined for display.
NAV UNABLE RNP
Caution
Advisory
Beeper
Navigation performance not
meeting required accuracy.
Message is a caution if fault
occurs when the airplane is on
approach. Message is an
advisory if fault occurs when
the airplane is not on approach.
TRANSPONDER L, R
Advisory
Affected transponder has failed.
SINGLE SOURCE ILS
Caution
Beeper
Both PFDs and NDs are using
the same source for ILS
information.
FLT MGT NAV
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FMC Messages
FMC messages tell the flight crew when system operation is degraded or if
there are data input errors. They also tell about data link status. The
messages are categorized as:
• Alerting messages • Advisory messages
• Communications messages • Entry-error advisory messages.
The scratchpad messages are shown according to their level of importance. A
less important message replaces another message in the scratchpad when the
clear key is pushed or the condition is corrected.
The EICAS shows the advisory message fmc message when there is an FMC
alerting message. The EICAS shows the message »fmc when there is an FMC
communications message. All FMC messages illuminate the CDU message
(msg) light. Clear the message or correct the condition to cancel the message.
FMC Alerting Messages
FMC alerting messages:
• Are shown in the CDU scratchpad
• Cause the EICAS advisory message fmc message to be shown
• Illuminate the CDU message light (msg).
Use the clear key or correct the condition responsible for the message to
remove the message. The message is temporarily removed from the
scratchpad when manually entering data. The message returns when the data
is removed from the scratchpad.
alignment reinitiated - ADIRU alignment has automatically restarted due to
airplane motion, or if the flight crew-entered initial position fails the
alignment comparison tests.
check alt tgt - VNAV is selected when the airplane is between the MCP
window altitude and the VNAV target altitude. VNAV holds level flight.
check airline policy - After loading a new airline modifiable information file,
the FMC determines a parameter is invalid. The FMC uses the loaded value
and notifies the flight crew of the difference. This is a maintenance function.
Note : If the scratchpad message is cleared, it is not shown again for that
load.
descent path deleted - The final altitude constraint necessary to define the
descent profile is deleted.
Note : This message is shown before execution of the modification which
deletes the descent path.
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discontinuity - The route is not defined after the waypoint (except when the
waypoint is before a manually terminated leg, such as FM, VM, HM legs).
• FM - A course from a fix to a flight crew entered manual route
termination
• VM - A heading leg from a fix to a flight crew entered manual route
termination
• HM - A holding pattern to a flight crew entered manual route termination.
drag required - Airplane speed is too fast. Drag is required to remain on the
VNAV descent path and stay within speed tolerances.
end of offset - The message is shown 2 minutes before the offset leg
termination point.
end of route - The airplane is passing the last route leg waypoint.
enter inertial position - The flight crew-entered present position did not pass
one of the ADIRU comparison checks, or the ADIRU is ready to change to
navigate mode and has not received a present position entry. Use the clear
key to remove this message.
fuel disagree-prog 2/2 - Totalizer (totl) fuel quantity and FMC calculated
(calc) fuel quantity disagree by 9,000 pounds for more than 5 minutes.
inertial/origin disagree - The airplane is on the ground and one of these
conditions exist:
• The inertial position entered on the POS INIT page differs from the
position of the origin airport in the active route by more than 6 NM.
• A route is activated and executed containing an origin airport with a
position that differs from the ADIRU inertial position by more than 6
NM.
insufficient fuel - Because of a change in flight conditions or the route, the
calculated route fuel burn exceeds the total fuel on board, less reserves.
limit alt flxxx - The flight crew- or FMC-selected altitude is greater than the
VNAV limit altitude.
lnav bank angle limited - Before entering or while flying a curved path or
holding pattern, the FMC predicts the LNAV roll command will be limited by
thrust or buffet based roll limits.
nav data out of date - The clock calendar date is after the active navigation
database valid calendar cycle.
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nav invalidotune xxxx - RNAV or VOR approach procedures must have a
specific navaid tuned. It is either not tuned or a valid signal is not being
received.
no active route - The mcp lnav switch is pushed and the FMC does not have
an active lateral route.
no route data - In altn nav, the mcp lnav switch is pushed and the CDU does
not have an active lateral route.
perf/vnav unavailable - The mcp vnav switch is pushed and gross weight,
cost index, or cruise altitude are not entered.
reset mcp alt - Shown 2 minutes before the top of descent point when MCP
altitude is still set to airplane altitude.
rta fix deleted - A modification has removed the active RTA waypoint from
the flight plan.
RW/ILS CRS ERROR -
• The airplane is within ILS automatic tuning range and the tuned ILS
course does not match the course for the active arrival runway, or
• The FMC is not receiving valid course data from the same ILS that the
FMC is using for frequency data.
• Inhibited if scratchpad message ils tune inhibited-mcp is shown.
RW/ILS FREQ ERROR -
• The airplane is within ILS automatic tuning range and the tuned ILS
frequency does not match the frequency for the active arrival runway, or
• The FMC is not receiving valid frequency data from either ILS.
• Inhibited if scratchpad message ils tune inhibited - mcp is shown.
single fmc l operation - The right FMC is not operational.
single fmc R operation - The left FMC is not operational.
takeoff speeds deleted - Selected V speeds are invalid.
thrust required - VNAV active, autothrottle disconnected, and additional
thrust required to track VNAV descent path and maintain speed.
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unable flxxx at rta fix - The airplane is unable to meet the required altitude
at the RTA waypoint.
unable rta - The airplane is unable to meet the RTA entered on the RTA
PROGRESS page.
unable next alt - VNAV is not able to meet the next climb restriction
verify position - The FMC calculation of airplane present position is based on
conflicting data. The possible conflicts are:
• The active FMC and the inactive FMC positions differ by more than
twice the RNP for 5 seconds
• The difference between the FMC and the position and the aiding sensor
(GPS, DME, VOR, or inertial) is greater than 12NM for 5 seconds.
verify rnp - pos ref 2/3 - The default RNP has changed due to a change in
flight phase and the flight crew has previously entered a different RNP value
on the POS REF 2/3 page.
via offset invalid - Flight conditions invalidate the modification with a divert
to an alternate airport via OFFSET.
FMC Communications Messages
FMC communications messages:
• Are shown in the CDU scratchpad.
• Cause the EICAS communications message »fmc to be shown.
• Illuminate the CDU message light (msg).
• Cause the communications aural high-low chime to sound.
altn uplink - Up to four company-preferred alternate airports and associated
data has been received and is available for preview on the ALTN page.
altn inhibit uplink - Uplink contains two airports for the ALTN page 1/2
ALTN INHIB line.
altn list uplink - A company list of up to 20 alternate airports has been
received and is available on the ALTN LIST page.
des forecst uplink ready - Descent forecast data has been received and is
available for loading on the DESCENT FORECAST page.
altitude.
flt number uplink - A new flight number has been received and is available
on the RTE page 1/X.
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invalid takeoff xxx/yyy - Takeoff data for up to six runways or runway
intersection pairs has been received but some data for one runway or runway
intersection pair (RWXXX/YYY) is invalid.
partial route x uplink - A new route has been uplinked to the FMC but a
portion of the route could not be loaded.
perf init uplink - Performance initialization data has been received and is
available for preview on the PERF INIT page.
route x uplink ready - A new route or route modification has been received
and is available for loading on the RTE X page.
takeoff data loaded - An uplink that contains takeoff data matching the
runway/position entry on the takeoff page is available for preview (only
shown after an initial takeoff uplink has been received) or alternate thrust
and/or flaps have been selected.
takeoff data uplink - An uplink that contains takeoff data matching the
runway on the takeoff page is available for preview.
wind data uplink ready - Wind data has been received and is available for
loading into the active route.
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FMC Advisory Messages
FMC advisory messages are shown:
• On the CDU scratchpad.
• And illuminate the CDU message light (msg).
delete - The delete key was pushed.
hold at xxxx - A waypoint not contained in the active route is entered into the
hold at box on the RTE LEGS page, after selection of the hold function key.
Selection of hold at xxxx into a RTE LEGS page waypoint line makes a
holding fix at the XXXX waypoint.
invalid altn uplink - A company-preferred list of alternate airports and
associated alternate data has been received but the data is not valid and can
not be shown.
invalid altn list uplink - A company list of up to 20 alternate airports has
been received but the data is not valid and cannot be shown.
invalid flt no uplink - A new flight number has been received but the data is
not valid and cannot be shown.
invalid forecast uplink - Descent forecast data has been received but the data
is not valid and cannot be shown.
invalid perf init uplink - Performance initialization data has been received but
the data is not valid and cannot be shown.
invalid route uplink - A new flight plan route or modification to the active
flight plan route has been received but the data is not valid and cannot be
shown.
invalid takeoff uplink - Takeoff data for up to six runways or runway-
intersection pairs has been received but the data is not valid and cannot be
shown.
invalid wind data uplink - En route wind data has been received but the data is
not valid and cannot be shown.
max alt flxxx - The altitude entry on any CDU page is above the performance
calculated maximum altitude.
not on intercept heading - LNAV is selected on MCP and the airplane is not
within the capture criteria of active leg, or the present heading will not
intercept the active leg.
standby one - The FMC requires more than 4 seconds to show data.
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timeout-reselect - Communication between the FMC and the CDU has
failed. The flight crew must reselect fmc on the CDU MENU page.
unable crz alt - Performance predicts a zero cruise time at the entered cruise
altitude.
FMC Entry Error Messages
FMC entry-error messages:
• Are shown in the CDU scratchpad.
• Illuminate the CDU message light (msg).
• Push the clear key to remove the message before any data can be entered
into the scratchpad.
arr n/a for runway - The runway/approach selected is not compatible with
arrival selected.
crs reversal at fa fix - A conflict exists between the default final approach
(FA) waypoint (result of a runway or VFR approach selection) and the flight
plan before it.
eng out sid mod - An engine failure is sensed after takeoff before the flaps are
fully retracted; the FMC has automatically loaded an available engine out
standard instrument departure as a route modification to the active route.
ils tune inhibited - mcp - ILS tuning is inhibited with the:
• Autopilot engaged.
• mcp app switch selected.
• Localizer or glideslope captured.
• Only the flight director is engaged and either the localizer or the
glideslope is captured, and the airplane is below 500 feet radio altitude.
Any attempt to manually change the ILS frequency or select another ILS
approach on the CDU shows this message. To make the necessary changes:
• Above 1500 feet radio altitude - deselect approach on the MCP
• Below 1500 feet radio altitude - select to/ga
or,
• Disengage the autopilot
• Turn both flight directors off, and
• Turn at least one flight director on.
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Sec. 6.11 Page 263
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invalid delete - Deletion of selected data is not allowed.
invalid entry - Attempted entry of data into the CDU field is not correctly
formatted.
not in database - The necessary data is not found in the route or the
navigation database.
route full - The route is filled to the allowable capacity.
route x uplink loading - A new flight plan route or modification to the active
flight plan route has been received and is being loaded after flight crew
selection of the load prompt.
runway n/a for sid - The selected runway is not compatible with the selected
departure.
takeoff flaps deleted - The takeoff flap setting on the TAKEOFF REF page
has been deleted by the FMC. This occurs when the THRUST REDUCTION
value is changed to the same value as the takeoff flap setting.
standby one - The FMC temporarily prevents further CDU inputs.
unable to send msg - The selected data link message cannot be transmitted.
v-speeds unavailable - For certain high thrust/low gross weight takeoff
conditions; FMC V-speeds are not calculated. Adjust gross weight and/or
takeoff thrust limit to enable V-speed calculations.
verify rnp entry - The entered RNP value is greater than the default RNP
value for the present flight phase or, less than the present Actual Navigation
Performance.
CDU Annunciator Lights
These annunciator lights illuminate when certain conditions exists.
dspy - A flight plan modification is pending and the RTE, RTE LEGS, RTE
DATA, or RTE HOLD page not containing the active leg or route segment is
shown, or a VNAV page (CLB, CRZ, or DES) not corresponding to the active
vnav mode is shown.
ofst - An offset path has been entered and executed.
MSG - An FMC message is waiting to be shown or is shown.
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FLT MGT NAV
Sec. 6.11 LEP-1
Rev. 11/01/02 #9
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FUEL
Sec. 6.12 TOC-1
Rev. 11/01/02 #9
FUEL
TABLE OF CONTENTS
FUEL SYSTEM DESCRIPTION 1
Introduction 1
Fuel Quantity 1
Fuel Temperature 1
Fuel Density 1
Fuel Pumps 2
Suction Feed 3
Fuel Crossfeed 3
Fuel Imbalance 3
Fuel Imbalance Limits 4
Fuel Tank Locations and Capacities 5
Fuel Tank Locations 5
Fuel Tank Capacities 5
Fuel System Schematic 6
APU Fuel Feed 6
Fuel Jettison 7
Fuel Jettison Schematic 8
Fuel System FMS CDU Messages 9
CONTROLS AND INDICATORS 11
Fuel System 11
Fuel Jettison System 13
Fuel Indications 15
Normal Fuel Indications 15
Expanded Fuel Indications 16
Fuel Jettison Indications 18
Fuel Synoptic Display 19
Fuel System EICAS Messages 20
FUEL
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FUEL
Sec. 6.12 Page 1
Rev. 11/01/00 #5
FUEL SYSTEM DESCRIPTION
INTRODUCTION
The fuel system supplies fuel to the engines and the APU. The fuel is
contained in a center tank, and left and right main tanks.
Refer to Section 6.7, Engines, APU, for a description of the engine and APU
fuel systems.
FUEL QUANTITY
Sensors in each tank measure fuel quantity. Total fuel quantity is displayed
on the primary EICAS display. Tank quantities and total fuel quantity are
displayed on the FUEL synoptic display.
Expanded fuel indications showing the left main, center, and right main tank
quantities are displayed when non-normal conditions occur. A fuel qty low
EICAS message displays when either left or right main tank has 4500 lbs. or
less.
FUEL TEMPERATURE
Fuel temperature is displayed on the primary EICAS display. This
temperature is sensed in the left main wing tank, which is normally the coldest
fuel in any of the three tanks (the right wing tank contains the right and center
hydraulic cooling lines, while the left tank contains only the left hydraulic
system lines and the center tank is not as susceptible to the effects of cold
soaking inflight as the wings). The temperature is normally displayed in
white. It is displayed in amber when the fuel temperature reaches the fuel
freeze temperature value, which has been set in the min fuel temp line on the
PERF INIT page. This value should be set at 3°C degrees warmer than the
freezing temperature of the fuel being used. The value is defaulted to -37°C,
but can be changed by a crew or uplinked entry as required. During fuel
jettison, the to remain quantity replaces the EICAS display fuel temperature
indication. Fuel temperature and minimum fuel temperature are also
displayed on the fuel synoptic display. The fuel temp low EICAS advisory
message illuminates when fuel is at or below the minimum defined
temperature.
FUEL DENSITY
The density of loaded fuel is displayed on the maint info menu FUEL QTY
page. The uplift quantity and uplift density values are for the fuel that was
most recently loaded. The l main, ctr and r main, quantity and density values
reflect current values for the fuel within their respective tanks.
FUEL
Sec. 6.12 Page 2
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FUEL PUMPS
Each fuel tank contains two AC-powered fuel pumps. A single pump can
supply sufficient fuel to operate one engine under all conditions.
The two center tank fuel pumps are override/jettison pumps. These pumps
have a higher output pressure than the left and right main tank fuel pumps.
The center tank pumps override the main tank pumps so that center tank fuel
is used before wing tank fuel.
If a center pump has low output pressure with more than approximately 2,400
pounds of fuel remaining, the fuel pump switch press light illuminates and
the EICAS advisory message fuel pump center (l or r) displays. If a center
pump has low output pressure with less than approximately 2,400 pounds of
fuel remaining, the fuel low center EICAS advisory message displays.
With the main tank pumps on, a scavenge system operates automatically to
transfer any remaining center tank fuel to the main tanks. Fuel transfer begins
when either main tank quantity is less than 29,000 pounds.
Both center fuel pumps operate only when two electrical power sources are
available. With only one power source available and the center fuel pump
switches on, the switch press light on the non-powered side is illuminated
and the pump pressure EICAS message is inhibited.
When the main tank fuel pump switches are off, the switch press lights
illuminate and the EICAS advisory messages fuel pump (L, r, fwd, or aft)
display. When the center fuel pump switches are off, the switch press lights
and pump pressure EICAS messages are inhibited.
The left main tank contains a DC-powered fuel pump. It has no controls or
indicators, other than the fuel synoptic display. The DC pump operates
automatically to provide fuel to the APU when AC power is not available and
the APU selector is on.
On the ground, with the APU switch on and no AC power available, the DC
pump runs automatically. With AC power available, the left forward AC fuel
pump operates automatically, regardless of fuel pump switch position, and the
DC fuel pump turns off.
In flight, the DC fuel pump operates automatically for quick left engine relight
with the loss of both engines and all AC power.
Surge tanks are provided in each wing, outboard of each main tank. Fuel in
the surge tanks and fuel remaining in the refueling manifold is drained into the
main tanks.
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FUEL
Sec. 6.12 Page 3
Rev. 11/01/02 #9
Suction Feed
When main tank fuel pump pressure is low, each engine can draw fuel from
its corresponding main tank through a suction feed line that bypasses the
pumps. As the aircraft climbs, dissolved air is released from the fuel in the
tank due to the decrease in air pressure. This air may collect in the suction
feed line and restrict fuel flow. At high altitude, thrust deterioration or engine
flameout may occur as a result of the fuel flow reduction.
The dissolved air in the fuel tank will eventually deplete after reaching cruise
altitude. The depletion time is dependent upon aircraft altitude, fuel
temperature, and type of fuel. Once the dissolved air is depleted, the engine
should effectively operate on suction feed.
Fuel pressure can be provided from a main tank with operating fuel pumps to
both engines by opening the fuel crossfeed valve(s). Continued crossfeed use
will result in a progressive fuel imbalance.
FUEL CROSSFEED
The fuel manifolds are arranged so that any fuel tank pump can supply either
engine. The crossfeed valves are closed during normal operations. The
closed crossfeed valves isolate the left and right systems. Either valve can be
opened to feed an engine from the opposite fuel tank. If the valve position
does not agree with the switch position, the crossfeed switch valve light
illuminates and the EICAS advisory message fuel crossfeed fwd or aft
displays.
FUEL IMBALANCE
The EICAS advisory message fuel imbalance displays 30 seconds after the
difference in sensed fuel quantity between the left and right main tanks
becomes excessive. The imbalance value that triggers the EICAS message
varies in relation to total fuel on board in the main tanks, from 3000 lbs
imbalance at 1 14,000 lbs or greater total main tank fuel, to 4000 lbs imbalance
at 50,000 lbs or less total main tank fuel. The AFM imbalance limit for taxi,
takeoff, and landing varies from 3000 lbs imbalance at 1 14,000 lbs or greater
total main tank fuel, to 4500 lbs imbalance at 50,000 lbs or less total main
tank fuel (see following diagram). These limits are established to preclude
negative long term effects on aircraft structure and to comply with aircraft
FAR imbalance limits. There is, however, sufficient lateral control available
to safely land the aircraft with the equivalent imbalance of one main tank full
and the other empty. Exceedence of these imbalance limits during taxi,
takeoff, flight or landing does not require a logbook entry or any aircraft
inspection procedure.
FUEL
Sec. 6.12 Page 4
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Fuel balancing is accomplished by opening one or both crossfeed valves and
turning off the fuel pump switches for the fuel tank that has the lowest
quantity. Fuel balancing may be accomplished in any phase of flight, and the
crossfeed valve may be open during landing.
FUEL IMBALANCE LIMITS
MAIN TANK FUEL IMBALANCE INFORMATION
140,000
CO
m
~ 120,000
Q
5 40,000
i-
R 20,000
0 2500 3000 3500 4000 4500 5000
MAIN TANK FUEL IMBALANCE (LBS)
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FUEL
Sec. 6.12 Page 5
Rev. 11/01/02 #9
FUEL TANK LOCATIONS AND CAPACITIES
Fuel Tank Locations
7771701
Fuel Tank Capacities
Tank
Gallons
Pounds *
Left Main
9,560
64,100
Right Main
9,560
64,100
Center
26,100
174,900
Total
45,220
303,100
*Usable fuel at level attitude, fuel density = 6.7 pounds per US gallon.
FUEL
Sec. 6.12 Page 6
Rev. 11/01/00 #5
Continental
111
Flight Manual
FUEL SYSTEM SCHEMATIC
FUEL
CROSSFEEO
A PUMPS
FWO
I MAIN
□
62 3
-ft
□ <D
APU FUEL FEED
APU fuel is supplied from the left fuel manifold. APU fuel can be provided
by any AC fuel pump supplying fuel to the left fuel manifold or by the left
main tank DC fuel pump.
Ill
Flight Manual
Continental
FUEL
Sec. 6.12 Page 7
Rev. 11/01/01 #7
FUEL JETTISON
The fuel jettison system allows jettison from all fuel tanks. Fuel is jettisoned
through jettison nozzle valves inboard of each aileron. Additional jettison
pumps in the main tanks and the override/jettison pumps in the center tank
pump fuel overboard through the jettison nozzle valves.
Fuel jettison is initiated by pushing the fuel jettison arm switch to select
armed. The jettison system automatically sets the fuel-to-remain to the
maximum landing weight (MLW) fuel quantity. The to remain quantity
replaces fuel temperature on the EICAS display.
Pull on and rotate the fuel to remain selector to manually decrease or increase
the to remain quantity.
Main tank jettison begins when the fuel jettison nozzle switches are pushed
on:
• The jettison nozzle valves open
• The center tank jettison isolation valves open, and
• The main tank jettison pumps operate.
If the center tank override/jettison pumps are on, center tank fuel also
jettisons. Center tank fuel will not jettison if the center tank override/jettison
pumps are off.
The nozzles cannot open on the ground, regardless of switch positions.
In flight, jettison time is displayed in minutes on the fuel synoptic when the
jettison arm switch is positioned on while in the air. Jettison automatically
stops when the to remain quantity is reached. The system shuts off the main
tank jettison pumps and closes the center tank jettison isolation valves.
Fuel quantity indication will not be accurate immediately after fuel jettison is
terminated. A one-minute delay filter exists as part of the jettison system.
This means that fuel jettison quantity requested will only be accurate after at
least a one-minute after fuel jettison is terminated.
When the airplane is heavy and loaded near the forward CG, fuel is jettisoned
from the center tank first to keep CG within limits; main tank jettison pump
operation is delayed. The computed jettison time is automatically adjusted to
reflect the increased jettison time.
At least 1 1,500 pounds of fuel remains in each main tank after jettison is
complete. All center tank fuel may be jettisoned.
Jettison rate is approximately 5400 lbs/min (4 pumps) from the center and
main tanks. With the center tank empty the jettison rate for main tanks is
approximately 3100 lbs/min (2 main tank jettison pumps). The jettison rate is
also approximately 3 100 lbs/min (2 center tank pumps) when the aircraft is
loaded near the forward CG, and main tank jettison pump operation is
delayed.
FUEL
Sec. 6.12 Page 8
Rev. 11/01/00 #5
Continental
111
Flight Manual
Fuel Jettison Schematic
FUEL JETTISON
gz n L NOZZLE R ez^
ON
VALVE
ON
VALVE
DECR
FUEL TO
REMAIN
INCR
ARM
ARMEDL
FAULT
PULL ON
TOTAL 1fi9 o
FUEL 1bzJ
()
LBS X 1000
i — (D) — i
ROSSFEED-
X 7
()
38.3
()
CENTER
R MAIN
FWD
62.0
a
B
AFT
Main
tank
jettison
pump
Fuel jettison
nozzle valve
Center tank fuel
jettison isolation valve
TO REMAIN
JETT TIME
25.0 MAN-*-
30 MIN
7771703
Ill
Flight Manual
Continental
FUEL
Sec. 6.12 Page 9
Rev. 11/01/00 #5
FUEL SYSTEM FMS CDU MESSAGES
The CDU can display the following messages.
fuel disagree-prog 2/2 - The fuel totalizer and calculated fuel quantity
disagree.
insufficient fuel - Predicted fuel at destination is less than reserves.
FUEL
Sec. 6.12 Page 10 777
Rev. 11/01/00 #5 Continental Flight Manual
INTENTIONALLY LEFT BLANK
Ill
Flight Manual
Continental
FUEL
Sec. 6.12 Page 11
Rev. 11/01/00 #5
CONTROLS AND INDICATORS
FUEL SYSTEM
FUEL
OVERHEAD PANEL
7T717M
Fuel Pump Switches
ON - The fuel pump is selected on.
Off (on not visible) - The fuel pump is selected off.
(D Forward and Aft Fuel Pump Pressure (press) Lights
Illuminated (amber) - Fuel pump output pressure is low.
® Center Fuel Pump Pressure (press) Lights
Illuminated (amber) -
• Fuel pump output pressure is low with the pump selected on
• Illumination is inhibited when the center tank fuel pump switch is
selected off.
FUEL
Sec. 6.12 Page 12 777
Rev. 11/01/00 #5 Continental Flight Manual
® crossfeed Switches
On (bar visible) - The crossfeed valve is selected open.
Off (bar not visible) - The crossfeed valve is selected closed.
© Crossfeed valve Lights
Illuminated (amber) - The crossfeed valve is not in the selected position.
Ill
Flight Manual
Continental
FUEL
Sec. 6.12 Page 13
Rev. 11/01/00 #5
FUEL JETTISON SYSTEM
©-
FUEL JETTISON
L NOZZLE R
ON
VALVE
ON
VALVE
FUEL TO
REMAIN
<^
DECR/ D \INCR
ARM
ARMED
FAULT
PULL ON
OVERHEAD PANEL
7771705
Fuel Jettison nozzle Switches
ON -
• The jettison nozzle valve is selected open in flight
• If in flight and jettison is armed, turns on both main tank jettison
pumps and opens both center tank jettison isolation valves.
Off (on not visible) - The jettison nozzle valve is selected closed.
® Fuel Jettison Nozzle valve Lights
Illuminated (amber) - The jettison nozzle valve is not in the selected
position.
® Fuel Jettison arm Switch
ARMED -
• Arms the jettison system
• Initializes fuel-to-remain at the MLW fuel quantity.
Off (armed not visible) - Disarms the jettison system.
® Fuel Jettison fault Light
Illuminated (amber) -
• A system fault has occurred
• Fuel jettison is inoperative.
FUEL
Sec. 6.12 Page 14
Rev. 11/01/00 #5
Continental
111
Flight Manual
(D fuel TO remain Selector
pull on- changes the mode from MLW (maximum landing weight) to
MAN (manual)
Rotate -
• Rotate CW to increase, CCW to decrease the MANUAL fuel-to-
remain quantity
• Sets the manual (MAN) fuel-to-remain quantity selection at the slow
rate (first detent) or fast rate (second detent).
Push - automatically selects the MLW fuel-to-remain quantity.
FUEL
777 Sec. 6.12 Page 15
Flight Manual Continental Rev. 11/01/00 #5
FUEL INDICATIONS
Normal Fuel Indications
©TOTAL FUEL 207.7 !r£f n X
►
TEMP +10C
EICAS DISPLAY
7771 706
Normal Fuel Indications
Total fuel quantity (pounds x 1000).
Fuel temperature (degrees Celsius).
FUEL
Sec. 6.12 Page 16
Rev. 11/01/00 #5
Continental
111
Flight Manual
Expanded Fuel Indications
FUEL QTY
62.3
10.2 62.3
TOTAL FUEL 134.8 LBS X
1000
62.3
FUEL QTY
10.2
C^K3
FUEL BALANCED
60.3 10.2 60.3
EICAS DISPLAY
7771707
Expanded Fuel Indications
The expanded fuel quantity display (left main, center, and right main
tank quantities) appears for any of the following conditions:
• One or both crossfeed valves open
• One or more fuel tank quantity indications are inoperative
• The fuel in center alert message is displayed (center tank quantity is
amber)
• The fuel qty low alert message is displayed (low main tank quantity
is amber)
• The fuel imbalance alert message is displayed.
Ill
Flight Manual
Continental
FUEL
Sec. 6.12 Page 17
Rev. 11/01/00 #5
© Fuel Imbalance Indications
A fuel imbalance pointer is displayed on the expanded fuel quantity
display next to the low tank quantity for the following imbalance
conditions.
A solid white pointer is displayed if:
• Main tank fuel differs more than 1000 pounds
• Main tank fuel differs more than 200 pounds and a crossfeed valve is
A solid amber fuel imbalance pointer replaces the white pointer if the
fuel imbalance message is displayed. The difference in fuel quantity
which causes the fuel imbalance message to be displayed varies with
total main tank fuel quantity.
The fuel imbalance pointer flashes if fuel balancing is going in the wrong
direction.
When fuel is back in balance within 200 pounds between the main tanks -
fuel balanced replaces fuel qty on the expanded fuel quantity display
and flashes for 5 seconds.
open.
FUEL
Sec. 6.12 Page 18
Rev. 11/01/00 #5
Continental
111
Flight Manual
Fuel Jettison Indications
TOTAL FUEL 207.7 LBS X
1000
TO REMAIN 25.0 MLW
©
El CAS DISPLAY
7771708
Fuel Jettison Indications
Fuel to remain (fuel jettison armed):
• The fuel to remain defaults to a fuel quantity that will leave the
airplane at maximum landing weight (MLW) when jettison is
complete
• The fuel to remain display replaces the fuel temperature display.
Fuel to remain man (manual) selection is displayed:
• Fuel jettison system is armed
• The fuel to remain selector is pulled on
• The quantity to remain can be changed by rotating the fuel to remain
selector to the slow or fast rate position.
Ill
Flight Manual
Continental
FUEL
Sec. 6.12 Page 19
Rev. 11/01/00 #5
FUEL SYNOPTIC DISPLAY
The fuel synoptic is displayed by pushing the FUEL synoptic display switch
on the display select panel. Display select panel operation is described in
Section 6.10, Flight Instruments, Displays.
CENTER
MIN FUEL TEMP -37 C
FUEL TEMP +13 C
7771709
MULTIFUNCTION DISPLAY
FUEL
Sec. 6.12 Page 20
Rev. 11/01/00 #5
Continental
111
Flight Manual
FUEL SYSTEM EICAS MESSAGES
The following EICAS messages can be displayed.
Message
Level
Aural
Condition
FUEL AUTO
JETTISON
Caution
Beeper
Fuel jettison automatic shutoff has failed,
or total fuel quantity is less than selected
TO RP1VTATN miantitv and a nr»77lp valvp
± ±\ 1 .IVl^m 1 ULlClllLlLV til 11.1 £1 IIWZ.Z.1^. V £11 V \^
is open.
fiifi rRn^QFFFn
AFT, FWD
AH vi snrv
("YossfppH valvp is nnt in the rnmmanHprl
V,1VJl3l>1\^OU V £11 V V. lO 11UL 111 Lllls V^VJlllllltlllUV- V_l
position.
FUEL IMBALANCE
Advisory
Fuel imbalance between the main tanks is
excessive.
FUEL IN CENTER
Advisory
Both center fuel pump switches are OFF
with fuel in the center tank.
FUEL JETT NOZZLE
L,R
Advisory
Jettison nozzle valve in not in the
commanded position.
FUEL JETTISON
MAIN
Advisory
Fuel jettison from the main tanks is
inoperative.
FUEL JETTISON SYS
Caution
Beeper
Fuel jettison system is inoperative.
FIIFI 1 flW PFNTFR
rucL li^vv ucn i en
AHvi snrv
j v^i v i a vjl y
Cpntpr tank is pmntv and nnp nr hnth
\^^111Aj± L£L11H 13 \^111L/IV CtllU VJ11\^ Ul UVJL11
center fuel pump switches are ON.
FIIFI PRFQQ Fun 1
R
Caiitinn
V-.ClllLlWll
Rppnpr
Pntrinp is nn snctinn feed
A-illglllV. 1l3 VJll l>LI\^L1W11
rULL rnLoo CINu
L+R
AHvi «nrv
All tiipI niiTTin oiitnnt nrpssnrps arp lrvw
rt.ll 1U.C1 JJLlllljJ (JLlLjJLlL jJlCSaUlCo cllC. 1UW.
FUEL PUMP CENTER
L, R
Advisory
Center fuel pump output pressure is low.
FUEL PUMP L AFT,
FWD
Advisory
Left aft or forward fuel pump output
pressure is low.
FUEL PUMP R AFT,
FWD
Advisory
Right aft or forward fuel pump output
pressure is low.
FUEL QTY LOW
Caution
Beeper
Fuel quantity is 4500 lbs or less in either
left or right main tank.
FUEL TEMP LOW
Advisory
Fuel temperature is approaching freezing.
FUEL VALVE APU
Advisory
APU fuel valve is not in the commanded
position.
Ill
Flight Manual
Continental
FUEL
Sec. 6.12 LEP-1
Rev. 11/01/02 #9
LIST OF EFFECTIVE PAGES
PAGE
DATE
* TOC-1
11/01/02
* TOC-2
11/01/02
1
11/01/00
2
11/01/02
3
11/01/02
4
11/01/02
5
11/01/02
6
11/01/00
7
11/01/01
8
11/01/00
9
11/01/00
10
11/01/00
11
11/01/00
12
11/01/00
13
11/01/00
14
11/01/00
15
11/01/00
16
11/01/00
17
11/01/00
18
11/01/00
19
11/01/00
20
11/01/00
* LEP-1
11/01/02
* LEP-2
11/01/02
PAGE
DATE
PAGE
DATE
Asterisk indicates page(s) revised or added by the current revision.
HYDRAULICS
777 Sec. 6.13 TOC-1
Flight Manual Continental Rev. 11/01/00 #5
HYDRAULICS
TABLE OF CONTENTS
HYDRAULIC SYSTEM DESCRIPTION 1
Introduction 1
Left and Right Hydraulic Systems 1
Left and Right Hydraulic System Primary Pumps 2
Left and Right Hydraulic System Demand Pumps 2
Ram Air Turbine (RAT) 4
Hydraulic Systems Schematic 5
HYDRAULIC CONTROLS AND INDICATORS 7
Hydraulic Panel 8
Hydraulic System Indications 10
Hydraulic Synoptic Display 11
Miscellaneous Hydraulic System Controls 12
Engine Fire Panel 12
Flight Control Hydraulic Power Switches 13
Hydraulics, Ram Air Turbine EICAS Messages 14
HYDRAULICS
Sec. 6.13 TOC-2 777
Rev. 11/01/00 #5 Continental Flight Manual
INTENTIONALLY LEFT BLANK
Ill
Flight Manual
Continental
HYDRAULICS
Sec. 6.13 Page 1
Rev. 11/01/00 #5
HYDRAULIC SYSTEM DESCRIPTION
INTRODUCTION
The airplane has three independent hydraulic systems: left, right, and center.
The hydraulic systems power the:
• Flight controls • Wheel brakes
• Leading edge slats • Nose and main gear steering
• Trailing edge flaps • Thrust reversers.
• Landing gear
Flight control system components are distributed so that any one hydraulic
system can provide adequate airplane controllability.
Hydraulic fluid is supplied to each hydraulic pump from the associated
system reservoir. The reservoirs are pressurized by the bleed air system.
LEFT AND RIGHT HYDRAULIC SYSTEMS
The left and right hydraulic systems are identical. They differ only in the
components they power.
The left hydraulic system powers:
• Flight controls
• The left engine thrust reverser.
The right hydraulic system powers:
• Flight controls
• Normal brakes
• The right thrust reverser.
HYDRAULICS
Sec. 6.13 Page 2
Rev. 11/01/00 #5
Continental
111
Flight Manual
LEFT AND RIGHT HYDRAULIC SYSTEM PRIMARY PUMPS
The left and right hydraulic systems each have a primary pump. The left and
right primary pumps are engine-driven by the related left and right engines.
LEFT AND RIGHT HYDRAULIC SYSTEM DEMAND PUMPS
The left and right hydraulic systems each have a demand pump. The
demand pumps are electric motor-driven. The demand pumps provide
supplementary hydraulic power for periods of high system demand. The
demand pumps also provide a backup hydraulic power source for the engine-
driven primary pumps.
The pumps are controlled by the demand l and R pump selectors. In the auto
position, the L and R demand pumps operate for takeoff, landing, and when
system or primary pump pressure is low. In the on position, the demand
pump runs continuously.
Note : In the auto position the right demand pump operates continuously
when the airplane is on the ground.
Center Hydraulic System
The center hydraulic system powers:
• Flight controls • Alternate brakes
• Leading edge slats • Reserve brakes
• Trailing edge flaps • Nose gear steering
• Landing gear actuation • Main gear steering.
The Ram Air Turbine (RAT) can provide hydraulic power to the center
hydraulic system primary flight control components only.
Center Hydraulic System Primary Pumps
Two electric motor-driven primary pumps are the primary hydraulic power
sources for the center hydraulic system. The primary C1 and C2 pump
switches control pump operation. The primary C1 pump gets hydraulic fluid
from the bottom of the center system reservoir. All other pumps in the center
system get fluid via a standpipe in the reservoir. This provides the primary C1
pump with a 1 .2 gallon reserve supply of hydraulic fluid. The primary C2
pump may be load shed by the electrical load management system.
HYDRAULICS
111
Flight Manual
Continental
Sec. 6.13 Page 3
Rev. 11/01/02 #9
On the ground:
With only a single external power source, or the APU only, the primary C2
pump will not run if the primary ci pump is selected. The primary C2 pump will
not be load shed if one engine generator is operating.
The primary C2 pump may be load shed by the electrical load management
system when the following conditions exist:
• All other electric pumps are running.
• There is a single source of electrical power.
• Generator capacity is exceeded.
Center Hydraulic System Demand Pumps
The center hydraulic system has two air-driven demand pumps. The demand
pumps provide supplementary hydraulic power for periods of high system
demand. The demand pumps also provide a backup hydraulic power source for
the center system electric motor-driven primary pumps.
The pumps are controlled by the demand ci and C2 pump selectors. In the auto
position, the demand pumps operate when system or primary pump pressure is
low, or when system logic anticipates a large demand. In the on position, the
demand pump runs continuously. Selecting both demand pumps on results in
only the demand ci pump operating. Both pumps cannot operate simultaneously
when on is selected for both pumps.
Center Hydraulic System Non-Normal Operation
The primary C1 hydraulic pump and reserve fluid are dedicated to operating
reserve brakes, nose gear actuation, and nose gear steering.
If center hydraulic system quantity is sensed to be low and airspeed is greater
than 60 knots, the following automatic isolations occur:
• Reserve brakes are isolated from the center system and remain operable.
• Nose gear actuation and steering are further isolated and are inoperable.
Nose gear actuation and steering are reconnected when:
- Airspeed decreases below 60 knots (e.g. RTO), or
- Hydraulic pressure to the center system flight controls goes low, or
- The landing gear is selected down, both engines are normal, and both
engine-driven pumps are providing pressure.
In flight:
HYDRAULICS
Sec. 6.13 Page 4
Rev. 11/01/00 #5
Continental
111
Flight Manual
RAM AIR TURBINE (RAT)
The RAT, when deployed, provides hydraulic power only to the primary
flight control components connected to the center hydraulic system. The
RAT provides hydraulic and electrical power throughout the flight envelope.
The RAT can supply electrical and hydraulic power simultaneously. If the
RAT is unable to maintain RPM, the RAT's generator electrical load is shed
until RPM is satisfactory. The RAT has a priority to provide hydraulic power
to flight controls over power to the CI and C2 TRUs. In flight, the RAT
deploys automatically if:
• Both engines are failed and center system pressure is low, or
• Both AC transfer busses are unpowered, or
• All three hydraulic system pressures are low.
The RAT can be deployed manually by pushing the ram air turbine switch.
The hot battery or APU battery bus must be powered. The center hydraulic
system does not need to be powered. The RAT is deployed by a compressed
spring. Once deployed, the RAT cannot be stowed in flight.
Warning : The RAT can be manually deployed on the ground.
Deployment could cause serious injury to ground personnel or
damage ground equipment.
HYDRAULICS
777 Sec. 6.13 Page 5
Flight Manual Continental Rev. 05/01/01 #6
Hydraulic Systems Schematic
Return
ISLN
Reservoir Fill
Selector Valve
Return
RAT
Nose Landing
Gear Actuation
Mar Landing
Gear Actuation
t
LE Slats
Prmary Drive
1
Fkght Controls
Nose Wheel
Steering
Man Geai
Steering
TE Raps
Prmary Drive
Wng
Flight Controls
BteedA*
: jpp .
Pressure
Return
EDP = Engine Driven Purr©
ACMP • AC Motor Pump
ADP=Af Driven Pumc
AttrVRes
Normal
Brakes
Brakes
HYDRAULICS
Sec. 6.13 Page 6 777
Rev. 11/01/00 #5 Continental Flight Manual
INTENTIONALLY LEFT BLANK
Ill
Flight Manual
Continental
HYDRAULICS
Sec. 6.13 Page 7
Rev. 11/01/00 #5
HYDRAULIC CONTROLS AND INDICATORS
HYDRAULIC
L ENG
ON
LELEC
AUTO
D OFF 1 C
\
N
C1-ELEC-C2
ON
ON
R ENG
ON
RAM AIR
TURBINE
RESERVOIR
| | Pump
RESERVOIR
(^) Isolation valve
RESERVOIR
Q Shutoff valve
HYDRAULICS
Sec. 6.13 Page 8
Rev. 11/01/00 #5
Continental
111
Flight Manual
HYDRAULIC PANEL
RAM AIR
TURBINE
PRESS
UNLKD
HYDRAULIC
LENG
ON
FAULT
LELEC
AUTO
FAULT
C1 -
ELEC
- C2
ON
ON '
FAULT
FAULT
C1
-AIR -
■ C2
AUTO
AUTO
FAULT
FAULT
R ENG
ON
FAULT
R ELEC
FAULT ■*
OVERHEAD PANEL
7771802
® ram air turbine Switch
Push - Deploys the RAT.
® Ram Air Turbine Pressure (press) Light
Illuminated (green) -
• The RAT is deployed
• Center system primary flight control hydraulic pressure is greater
than 1500 psi.
® Ram Air Turbine Unlocked (unlkd) Light
Illuminated (amber) - The RAT is not in the stowed position.
Ill
Flight Manual
Continental
HYDRAULICS
Sec. 6.13 Page 9
Rev. 11/01/00 #5
® Left/Right Engine (LVR eng) primary Pump Switches
ON - The engine-driven hydraulic pump pressurizes the related left or
right hydraulic system when the engine rotates.
Off (on not visible) - The engine-driven hydraulic pump is turned off
and depressurized.
© C1/C2 Electrical (C1/C2 elec) primary Pump Switches
ON-
• The electric motor-driven hydraulic pump operates
• Pressurizes the center hydraulic system.
Off (ON not visible) - The electric motor-driven hydraulic pump off is
turned off.
© Primary Pump fault Lights
Illuminated (amber) -
• Low primary pump pressure
• Excessive primary pump fluid temperature, or
• Pump selected off.
demand Pump Selectors
ON - the pump runs continuously.
auto - the pump operates when system and/or primary pump(s) pressure
is low, or when control logic anticipates a large system demand.
off - the pump is off.
Note : If both air-driven pumps are selected to on, only air-driven
pump CI operates; the two air-driven pumps cannot operate
simultaneously when both are selected on.
® Demand Pump fault Lights
Illuminated (amber) -
• Low demand pump output pressure
• Excessive demand pump fluid temperature, or
• Demand pump is selected off.
HYDRAULICS
Sec. 6.13 Page 10
Rev. 11/01/00 #5
Continental
111
Flight Manual
HYDRAULIC SYSTEM INDICATIONS
To view the status display, push the ST at display switch on the display select
panel. To view the hydraulic synoptic, push the hyd synoptic display switch
on the display select panel. Display select panel operation is described in
Section 6.10, Flight Instruments, Displays.
STATUS DISPLAY
. HYDRAULIC w
L C R
QTY 0.10LO 0.72 RF 1.20 OF
PRESS 2900 3100 3000
MULTIFUNCTION DISPLAY
7771803
Hydraulic Display
QTY -
• Displays system reservoir quantity as a percentage of the normal
service level (1.00 is the normal service level)
• lo (amber) - Displayed when the reservoir quantity is low
• of (white) - Displayed when the reservoir is over-full (ground only)
• rf (white) - Displayed when the reservoir requires refilling (ground
only).
pressure - Displays hydraulic pressure in pounds per square inch of the
pump with the highest pressure.
Ill
Flight Manual
Continental
HYDRAULICS
Sec. 6.13 Page 11
Rev. 11/01/00 #5
Hydraulic Synoptic Display
| L REV ")
[ FLAPS )
[ FLT CTRL ]
NOSE GEAR'
ALTN/RSV
MAIN GEAR
& STEERING
BRAKES
[NORM BPhS)
1 g| )
D f FLT CTRL |
±1
[]
ISLN
ENG
L
ELEC
[]
o
OVHT
SOV
ISLN
■e-
IOVHT
I ELEC
C1
AIR
C1
OVH-
i
OVHTl" "1
ELEcLJJ
C2
AIR
C2
OVHT
0.10 LO
J
RAT
D
E
M
A
N
D
0.72 RF
1
OVHT
R
ENG
[]
R
ELEC
OVHT
SOV
1.20 OF
2900
PRESS
3100
PRESS
3000
MULTIFUNCTION DISPLAY
AIR - air-driven pump
ELEC - electric-driven pump
ENG - engine-driven pump
ISLN - isolation valve
LO - reservoir quantity low
OF - reservoir quantity over-full
OVHT - pump overheat indication
RAT - ram air turbine pump
RF - reservoir requires refilling
SOV -shutoff valve
Closed valve - A
Failed pump -
E
7771804
HYDRAULICS
Sec. 6.13 Page 12
Rev. 11/01/00 #5
Continental
111
Flight Manual
MISCELLANEOUS HYDRAULIC SYSTEM CONTROLS
ENG BTL
1 DISCH
ENG BTL
2 DISCH
DISCH
1 ^2
L
E
F
t T
DISCH
R
I
G
H
ITJ
AFT AISLE STAND
7771805
Engine Fire Panel
® Engine Fire Switches
Pull-
• Closes the engine-driven pump hydraulic supply shutoff valve
• Depressurizes the engine-driven pump.
Ill
Flight Manual
Continental
HYDRAULICS
Sec. 6.13 Page 13
Rev. 11/01/00 #5
FLIGHT CONTROL HYDRAULIC POWER SWITCHES
Note : No flight crew normal or non-normal procedures require operation
of the flight control shutoff switches. These switches are for ground
maintenance use only.
d>
d>
FLT CONTROL HYD POWER
L C R
TAIL
' o
NORM
' O
NORM
' O '
1 1
SHUT
OFF
1 1
SHUT
OFF
1 1
VALVE
VALVE
VALVE
CLOSED
CLOSED
CLOSED
— WING
/ V
O
NORM
' o '
NORM
r \
O
1 1
SHUT
OFF
1 1
SHUT
OFF
1 1
VALVE
CLOSED
VALVE
CLOSED
VALVE
CLOSED
7771806
OVERHEAD MAINTENANCE
PANEL
Flight Control Hydraulic Power Shutoff Switches
norm - Hydraulic system power is available to the flight control
actuators.
shut off - Hydraulic system power to the flight control actuators is shut
off.
Note : In flight, the center system flight control shut off valves are
isolated from electrical power and cannot be closed.
® Flight Control Hydraulic Power valve closed Lights
Illuminated (amber) - The related valve is closed.
HYDRAULICS
Sec. 6.13 Page 14
Rev. 11/01/00 #5
Continental
111
Flight Manual
HYDRAULICS, RAM AIR TURBINE EICAS MESSAGES
The following EICAS messages can be displayed.
Message
Level
Aural
Condition
HYD AUTO CONTROL
C
Advisory
Both center demand pump auto
functions and all center hydraulic
system indications are inoperative.
HYD AUTO CONTROL
L, R
Advisory
Demand pump auto function and
all left or right system indications
are inoperative.
HYD OVERHEAT DEM
C1.C2, L, R
Advisory
Demand pump temperature is high.
HYD OVERHEAT PRI
Advisory
Primary pump temperature is high.
HYD PRESS DEM C1,
C2, L, R
Advisory
Demand pump output pressure is
low when commanded on.
HYD PRESS PRI C1,C2
Advisory
Primary pump output pressure is
low.
HYD PRESS PRI
L,R
Advisory
Primary pump output pressure is
low.
HYD PRESS SYS C
Caution
Beeper
Center hydraulic system pressure is
low.
HYD PRESS SYS L
Caution
Beeper
Left hydraulic system pressure is
low.
HYD PRESS SYS L+C
Caution
Beeper
Left and center hydraulic system
pressures are low.
HYD PRESS SYS
L+C+R
Caution
Beener
All hvdranlic svstem pressures are
i in ii y kjiuuii^ j y J Lviii L/ivkjijuivkj tlx w
low.
HYD PRESS SYS L+R
Caution
Beeper
Left and right hydraulic system
pressures are low.
HYD PRESS SYS R
Caution
Beeper
Right hydraulic system pressure is
low.
HYD PRESS SYS R+C
Caution
Beeper
Right and center hydraulic system
pressures are low.
HYD QTY LOW C, L, R
Advisory
Hydraulic quantity is low.
RAT UNLOCKED
Advisory
RAT is not stowed and locked.
Ill
Flight Manual
Continental
HYDRAULICS
Sec. 6.13 LEP-1
Rev. 11/01/02 #9
LIST OF EFFECTIVE PAGES
PAGE
DATE
TOC-1
11/01/00
TOC-2
11/01/00
1
11/01/00
2
11/01/00
3
11/01/02
4
11/01/00
5
05/01/01
6
11/01/00
7
11/01/00
8
11/01/00
9
11/01/00
10
11/01/00
11
11/01/00
12
11/01/00
13
11/01/00
14
11/01/00
* LEP-1
11/01/02
* LEP-2
11/01/02
PAGE
DATE
PAGE
DATE
Asterisk indicates page(s) revised or added by the current revision.
LANDING GEAR
777 Sec. 6.14 TOC-1
Flight Manual Continental Rev. 11/01/01 #7
LANDING GEAR
TABLE OF CONTENTS
LANDING GEAR SYSTEM DESCRIPTION 1
Introduction 1
Air/Ground Sensing System 1
Landing Gear Operation 1
Landing Gear Retraction 2
Landing Gear Extension 2
Landing Gear Alternate Extension 3
Nose Wheel and Main Gear Aft Axle Steering 3
Brake System 4
Normal Brake Hydraulic System 4
Alternate/Reserve Brake Hydraulic System 4
Brake Accumulator 4
Antiskid Protection 5
Autobrake System 5
Parking Brake 8
Brake Temperature Indication 8
Tire Pressure Indication 8
CONTROLS AND INDICATORS 9
Landing Gear Panel 9
Nose Wheel Steering Tiller 11
Brake System 12
Parking Brake Lever 13
Brake Accumulator Pressure Indicator 13
Landing Gear System Indications 14
Gear Synoptic Display 15
Landing Gear EICAS Messages 17
Brakes 17
Landing Gear 18
Tires 18
LANDING GEAR
Sec. 6.14 TOC-2 777
Rev. 11/01/01 #7 Continental Flight Manual
INTENTIONALLY LEFT BLANK
Ill
Flight Manual
Continental
LANDING GEAR
Sec. 6.14 Page 1
Rev. 11/01/00 #5
LANDING GEAR SYSTEM DESCRIPTION
INTRODUCTION
The airplane has two main landing gear and a single nose gear. The nose
gear is a conventional steerable two- wheel unit. Each main gear has six
wheels in tandem pairs. To improve turning radius, the aft axle of each main
gear is steerable.
Hydraulic power for retraction, extension, and steering is supplied by the
center hydraulic system. An alternate extension system is also provided.
The normal brake hydraulic system is powered by the right hydraulic system.
The alternate brake hydraulic system is powered by the center hydraulic
system. Antiskid protection is provided with both systems, but the autobrake
system is available only through the normal system. A brake temperature
monitor system and tire pressure indication system displays each brake
temperature and tire pressure on the GEAR synoptic display.
AIR/GROUND SENSING SYSTEM
In-flight and ground operation of various airplane systems are controlled by
the air/ground sensing system.
The system receives air/ground logic signals from sensors located on each
main landing gear beam. These signals are used to configure the airplane
systems to the appropriate air or ground status.
LANDING GEAR OPERATION
The landing gear are normally controlled by the landing gear lever. On the
ground, the lever is held in the dn position by an automatic lever lock. The
lever lock can be manually overridden by pushing and holding the landing
gear lever lock override switch. In flight, the lever lock is automatically
released through air/ground sensing.
LANDING GEAR
Sec. 6.14 Page 2 777
Rev. 11/01/00 #5 Continental Flight Manual
Landing Gear Retraction
When the landing gear lever is moved to up, the landing gear begins to
retract. The landing gear doors open and the main gear wheels tilt to the
retract position. The EICAS landing gear position indication display
changes from a green down indication to a white Crosshatch in-transit
indication as the landing gear retract into the wheel wells. After retraction,
the landing gear are held up by uplocks. The EICAS landing gear position
indication changes to up for 10 seconds and then blanks. With the landing
gear retracted and all doors closed, the landing gear hydraulic system is
automatically depressurized.
If any gear is not up and locked up after the normal transit time, the EICAS
caution message gear disagree is displayed. The EICAS gear position
indication changes to the expanded non-normal format, with the affected
gear displayed as in-transit or down, if the gear never unlocked from the
down position. The EICAS advisory message gear door is displayed if any
hydraulically actuated door is not closed after normal transit time.
Landing Gear Extension
When the landing gear lever is moved to dn, the landing gear doors open, the
gear are unlocked, and the in-transit indication is displayed on the EICAS
landing gear position indication.
The gear free-fall without hydraulic power to the down and locked position.
The downlocks are powered to the locked position, all hydraulically actuated
gear doors close, and the main gear trucks hydraulically tilt to the flight
position. When all gear are down and locked, the EICAS gear position
indication displays down.
The EICAS caution message gear disagree is displayed if any gear is not
locked down (side and drag brace on the same main gear not locked, or nose
gear drag brace not locked) after the normal transit time. The EICAS gear
position indication changes to the expanded non-normal format, with the
affected gear displayed as in transit (or up if the gear never unlocked from
the up position).
If only one brace on a main gear is locked (either drag or side brace not
locked) after the normal transit time, the EICAS caution message main gear
brace L or R is displayed for the affected gear. The EICAS gear position
indication changes to the expanded non-normal format, with the affected
gear displayed as in transit. The EICAS advisory message gear door
displays if any hydraulically actuated door is not closed after the normal
transit time.
LANDING GEAR
777 Sec. 6.14 Page 3
Flight Manual Continental Rev. n/oi/oo #5
Landing Gear Alternate Extension
The alternate landing gear extension system uses a dedicated DC hydraulic
pump and trapped center hydraulic system fluid to extend the landing gear.
The hot battery bus supplies power to the pump and an oversize tube from the
center hydraulic system reservoir supplies fluid. The tube contains enough
fluid to do an alternate extension with an empty center hydraulic system
reservoir.
Selecting down on the alternate gear switch releases all door and gear
uplocks. The landing gear free-fall to the down and locked position without
sequencing, and do not tilt. The landing gear lever position has no effect on
landing gear alternate extension.
The EICAS landing gear position indication displays the expanded gear
position indication when the alternate extension system is used. During
alternate extension, the EICAS message gear door is displayed because all
the hydraulically powered gear doors remain open.
Following an alternate extension, the landing gear can be retracted by the
normal system, if it is operating. Select dn then up to retract the landing gear
using the normal system.
NOSE WHEEL AND MAIN GEAR AFT AXLE STEERING
The airplane is equipped with nose wheel steering and main gear aft axle
steering.
Nose wheel steering is powered by the center/reserve hydraulic system. Main
gear aft axle steering is powered by the center hydraulic system.
Primary steering control is provided by a nose wheel steering tiller for each
pilot. Limited steering control is available through the rudder pedals. The
tillers can turn the nose wheels up to 70 degrees in either direction. A
pointer on the tiller assembly shows tiller position relative to the neutral
setting. The rudder pedals can be used to turn the nose wheels up to 7
degrees in either direction. Tiller inputs override rudder pedal inputs.
Main gear aft axle steering automatically operates when the nose wheel
steering angle exceeds 13 degrees. This reduces tire scrubbing and lets the
airplane turn in a minimum radius.
The EICAS warning message config gear steering, accompanied by the
takeoff configuration aural alert, is displayed if the main gear aft axles are
not centered and locked when takeoff thrust is applied. The EICAS advisory
message main gear steering is displayed if the main gear steering actuators
are not locked in the centered position when commanded to the center
position.
LANDING GEAR
Sec. 6.14 Page 4 777
Rev. 05/01/02 #8 Continental Flight Manual
BRAKE SYSTEM
Each main gear wheel has a multiple disc carbon brake. The nose wheels
have no brakes. The brake system includes:
Normal brake hydraulic system • Antiskid protection
Autobrake systi
Parking brake.
• Alternate/reserve brake hydraulic • Autobrake system
system
• Brake accumulator
Normal Brake Hydraulic System
The normal brake hydraulic system is powered by the right hydraulic system.
The brake pedals provide independent control of the left and right brakes.
Alternate/Reserve Brake Hydraulic System
Alternate/reserve brake hydraulic system selection is automatic. If the right
hydraulic system pressure is low, the center/reserve hydraulic system
automatically supplies pressure to the alternate/reserve brake hydraulic
system. Pushing a brake pedal then sends hydraulic pressure through the
alternate antiskid valves to the brakes. If center hydraulic system fluid
quantity is low, the CI primary pump is isolated from the center hydraulic
system to provide a reserve braking pressure source.
Loss of the right and center/reserve hydraulic systems causes the brake
source light to illuminate and the EICAS advisory message brake source to
display.
Brake Accumulator
The brake accumulator is located in the normal brake hydraulic system.
If right and center/reserve brake hydraulic power is lost, the brake
accumulator can provide several braking applications or parking brake
application.
Ill
Flight Manual
Continental
LANDING GEAR
Sec. 6.14 Page 5
Rev. 05/01/02 #8
Antiskid Protection
Antiskid protection is provided in the normal and alternate brake hydraulic
systems.
Antiskid protection is also provided when the brake system is being supplied
pressure only from the brake accumulator.
The normal brake hydraulic system provides each main gear wheel with
individual antiskid protection. When a wheel speed sensor detects a skid, the
associated antiskid valve reduces brake pressure until skidding stops.
The alternate / reserve brake hydraulic system provides antiskid protection to
tandem wheel pairs for the forward and middle axle wheels. The aft axle
wheels remain individually controlled.
Touchdown and hydroplaning protection is provided using airplane inertial
ground speed. Locked wheel protection is provided using a comparison with
other wheel speeds.
The EICAS advisory message antiskid is displayed if an antiskid fault
affecting the brake hydraulic system in use is detected, or if the parking brake
valve is not fully open with the parking brake released, or if the system is
completely inoperative.
Autobrake System
The autobrake system provides automatic braking at preselected deceleration
rates for landing and full pressure for rejected takeoff. The system operates
only when the normal brake system is functioning. Antiskid system
protection is provided during autobrake operation.
EICAS memo messages display the selected autobrake settings:
AUTOBRAKE 1 through 4
• AUTOBRAKE MAX
AUTOBRAKE RTO
The EICAS advisory message autobrake is displayed if the autobrake system
is disarmed or inoperative, or autobrake solenoid valve pressure is high when
not commanded on.
LANDING GEAR
Sec. 6.14 Page 6 777
Rev. 11/01/00 #5 Continental Flight Manual
Rejected Takeoff
Selecting rto (rejected takeoff) prior to takeoff arms the autobrake system.
The rto mode can be selected only on the ground. The rto autobrake setting
commands maximum braking pressure if:
• The airplane is on the ground
• Groundspeed is above 85 knots, and
• Both thrust levers are retarded to idle.
Maximum braking is obtained in this mode. If an RTO is initiated below 85
knots, the rto autobrake function does not operate.
Taxi Brake Release
During each taxi brake application, the antiskid system releases the brakes of
one axle pair of each main landing gear (if wheel speeds are less than 45
knots). The system sequences through the axle pairs at each brake
application, thereby reducing the number of brake applications by each
brake. This extends service life and reduces brake sensitivity during taxi.
All active brakes are applied for a heavy brake application, landing rollout,
RTO, or when setting the parking brake.
The taxi brake release system operates only with the normal brake hydraulic
system.
Landing
Five levels of deceleration can be selected for landing. However, on dry
runways, the maximum autobrake deceleration rate in the landing mode is
less than that produced by full pedal braking.
After landing, autobrake application begins when:
• Both thrust levers are retarded to idle, and
• The wheels have spun up.
Autobrake application occurs slightly after main gear touchdown. If max
auto is selected, deceleration is limited to the autobrake 4 level until pitch
angle is less than one degree, then deceleration is increased to the max auto
level. The deceleration level can be changed (without disarming the system)
by rotating the selector.
Ill
Flight Manual
Continental
LANDING GEAR
Sec. 6.14 Page 7
Rev. 11/01/00 #5
To maintain the selected airplane deceleration rate, autobrake pressure is
reduced as other controls, such as thrust reversers and spoilers, contribute to
total deceleration. The system provides braking to a complete stop or until it
is disarmed.
Autobrake - Disarm
The system disarms immediately and the EICAS advisory message
autobrake is displayed if any of the following occur:
• Pedal braking applied
• Either thrust lever advanced after landing
• Speedbrake lever is moved to the down detent after the speedbrakes have
deployed on the ground
• disarm or off position selected on the autobrake selector
• Autobrake fault
• Normal antiskid system fault
• Loss of inertial data from the ADIRU
• Loss of normal brake hydraulic pressure.
When the autobrake system disarms after landing, the autobrake selector
automatically moves to the disarm position, and removes power from the
autobrake system.
When the autobrake system disarms during takeoff, the autobrake selector
remains in the rto position, but automatically moves to off after takeoff.
LANDING GEAR
Sec. 6.14 Page 8
Rev. 11/01/00 #5
Continental
111
Flight Manual
Parking Brake
The parking brake can be set with the normal or alternate brake hydraulic
system pressurized. If the normal and alternate brake systems are not
pressurized, parking brake pressure is maintained by the brake accumulator.
The brake accumulator is pressurized by the right hydraulic system.
Accumulator pressure is shown on the brake accumulator pressure
indicator.
The parking brake is set by depressing both brake pedals fully, while
simultaneously pulling the parking brake lever up. This mechanically
latches the pedals in the depressed position and commands the parking brake
valve to close.
The parking brake is released by depressing the pedals until the parking
brake lever releases.
When the parking brake is set, the EICAS memo message parking brake set
is displayed. If the parking brake is set and either engine is set to takeoff
thrust, the takeoff configuration aural alert sounds and the EICAS warning
message config parking brake is displayed.
Brake Temperature Indication
Wheel brake temperatures are displayed on the GEAR synoptic display.
Numerical values related to wheel brake temperature are displayed adjacent
to each wheel/brake symbol. These values range from 0.0 to 9.9 in
increments of 0.1. The values tend to increase after the brakes are used.
Normal range values of 0 to 4.9 are white. For values of 3.0 to 4.9, the brake
symbol for the hottest brake becomes solid white. Values of 5.0 and above
are amber. For values of 5.0 and above, the EICAS advisory message brake
temp is displayed.
Tire Pressure Indication
Individual tire pressures, from 0 to 400 PSI, are displayed inside the
individual wheel symbols on the GEAR synoptic display.
The EICAS advisory message tire press is displayed if any tire pressure is
above or below the normal range, or there is an excessive pressure difference
between two tires on the same axle.
Ill
Flight Manual
Continental
LANDING GEAR
Sec. 6.14 Page 9
Rev. 11/01/00 #5
CONTROLS AND INDICATORS
LANDING GEAR PANEL
CENTER FORWARD PANEL
7771908
CD Landing Gear Lever
UP - The landing gear retracts.
dn - The landing gear extends.
® autobrake Selector
OFF - Deactivates and resets the autobrake system.
DISARM -
• Disengages the autobrake system
• Releases brake pressure.
1, 2, 3, 4, max auto - Selects the desired deceleration rate.
rto - Automatically applies maximum brake pressure when the thrust
levers are retarded to idle above 85 knots.
LANDING GEAR
Sec. 6.14 Page 10 777
Rev. 11/01/00 #5 Continental Flight Manual
® Alternate Gear (altn gear) Switch
norm - the landing gear lever operates normally.
down - the landing gear extends by the alternate extension system.
Note : Alternate extension may be selected with the landing gear lever
in any position.
® Landing Gear Lever Lock Override (lock ovrd) Switch
Push - releases the landing gear lever lock.
Ill
Flight Manual
Continental
LANDING GEAR
Sec. 6.14 Page 11
Rev. 11/01/00 #5
NOSE WHEEL STEERING TILLER
7771902 LEFT AND RIGHT SIDEWALLS
Nose Wheel Steering Tiller
Rotate -
• Turns the nose wheels up to 70 degrees in either direction
• Overrides rudder pedal steering
• Main gear aft axle steering is slaved to nose wheel steering.
(D Tiller Position Indicator
Shows tiller displacement from the straight-ahead, neutral position.
LANDING GEAR
Sec. 6.14 Page 12
Rev. 11/01/00 #5
Continental
111
Flight Manual
BRAKE SYSTEM
RUDDER/BRAKE PEDALS
CD Rudder Pedal Adjust Crank
Adjusts the rudder pedals forward or aft.
® Rudder/Brake Pedals
Pushing the full pedal:
• Turns the nose wheel up to 7 degrees in either direction
• Does not activate main gear steering.
Push the top of the pedals - actuates the wheel brakes.
Refer to Section 6.9, Flight Controls for the description of rudder
operation.
LANDING GEAR
777 Sec. 6.14 Page 13
Flight Manual Continental Rev. n/oi/oo #5
PARKING BRAKE LEVER
PARKING
BRAKE
PULL
CONTROL
STAND
7771 904
CD Parking Brake Lever
Pull - Sets the parking brake when both brake pedals are simultaneously
depressed.
Release - Simultaneously depress both brake pedals.
BRAKE ACCUMULATOR PRESSURE INDICATOR
LEFT FORWARD PANEL
CD BRAKE SOURCE Light
Illuminated (amber) - Both active brake hydraulic sources (right and
center/reserve hydraulic systems) have low pressure.
(D brake accumulator pressure Indicator
Indicates brake accumulator pressure.
LANDING GEAR
Sec. 6.14 Page 14
Rev. 11/01/00 #5
Continental
111
Flight Manual
LANDING GEAR SYSTEM INDICATIONS
DOWN
"gear
DN
m
GEAR
DN
EICAS DISPLAY
7771906
LANDING GEAR POSITION INDICATIONS
(D Gear Position Indication (Normal Display)
down (green) - All landing gear are down and locked.
Crosshatched (white) - One or more landing gear are in transit.
UP (white) - All landing gear are up and locked (blanks after 10
seconds).
Empty box (white) - All landing gear position indicators are inoperative.
® Expanded Gear Position Indication (Non-Normal Display)
dn (green) - The associated landing gear is down and locked.
Crosshatched (white) - The associated landing gear is in transit.
UP (white) - The associated landing gear is up and locked.
Empty box (es) (white) - The associated landing gear position indicators
are inoperative.
Ill
Flight Manual
Continental
LANDING GEAR
Sec. 6.14 Page 15
Rev. 11/01/00 #5
GEAR SYNOPTIC DISPLAY
The landing gear synoptic is displayed by pushing the GEAR synoptic
display switch on the display select panel. Display select panel operation is
described in Section 6.10, Flight Instruments, Displays.
|closed|
»-7.iQ|0i2.2
ASKID
3.
MULTIFUNCTION DISPLAY
-©
Brake Temperature
Indicates a relative value of wheel brake temperature:
• Values range from 0.0 to 9.9
• White - normal range
• Amber - high range.
® Brake Symbol
Blank box indicates any brake less than 3.0.
Solid white box indicates hottest brake on each main gear within range
of 3.0 to 4.9.
Solid amber box indicates brake overheat condition on each wheel
within range of 5.0 to 9.9.
LANDING GEAR
Sec. 6.14 Page 16 777
Rev. 11/01/00 #5 Continental Flight Manual
® Gear Door Status
Crosshatched - The door is not closed.
closed (white) - The door is closed.
Empty box(es) (white) - The associated landing gear door position
indicators are inoperative.
® Fault Indication (amber)
brake - Indicates brake deactivation on the associated wheel.
askid - Indicates antiskid fault on the associated wheel.
® Tire Pressure Indication
Displays individual tire pressures:
• White - normal range
• Amber - abnormal high or low range.
Ill
Flight Manual
Continental
LANDING GEAR
Sec. 6.14 Page 17
Rev. 11/01/01 #7
LANDING GEAR EICAS MESSAGES
The following EICAS messages can be displayed.
Note : Configuration warning messages are covered in Chapter 6.15,
Warning Systems.
Brakes
Message
i i
Level
Aural
Condition
ANTISKID
Advisory
A fault is detected in the anti-skid
system.
AUTOBRAKE
Advisory
Autobrake is disarmed or inoperative.
AUTOBRAKE 1, 2, 3,
4, MAX, RTO
Momn
Ivld 1 \\J
lnrlir , atPQ colcipt£*r1 ai itnhrakfi
IIIUIUaLCo ocluL/luU dUlUUIdM: level.
BRAKE SOURCE
Advisory
Normal, alternate, and reserve brakes
are not available.
BRAKE TEMP
Advisory
Temperature of one or more brakes is
excessive.
CONFIG PARKING
BRAKE
Warning
Siren
Parking brake is set when either
engine's thrust is in the takeoff range
on the ground.
PARKING BRAKE SET
Memo
The parking brake lever is up and the
parking brake valve is closed.
RESERVE
BRAKES/STRG
Advisory
Reserve brakes, normal nose gear
extension, and nose wheel steering
may not be available.
LANDING GEAR
Sec. 6.14 Page 18
Rev. 11/01/01 #7
Continental
111
Flight Manual
Landing Gear
Message
Level
Aural
Condition
CONFIG GEAR
Warning
Siren
Any landing gear is not down and locked
i^/hon oifhop thn icr lo\/or io /~iG£H/H h\ol/~*iA/
Wllcll cllllcl UIIUol level lo UlUotJU UtJIUVV
800 feet radio altitude or when flaps are
in a landing position.
CONFIG GEAR
Warning
Siren
Main gear steering is unlocked when
either engine's thrust is in the takeoff
range on the ground.
GEAR DISAGREE
Caution
Beeper
Gear position disagrees with landing
gear lever position.
GEAR DOOR
Advisory
One or more gear doors are not closed.
MAIN GEAR BRACE
L, R
Caution
Beeper
A brace on the affected main gear is
unlocked.
MAIN GEAR
STEERING
Advisory
Main gear steering is unlocked when
centered.
VMO GEAR DOWN
Memo
The Alternate Gear Down Dispatch
switch is in the VMO position. (Limits
vWMmo to 270/.73 for dispatching the
aircraft with gear locked down.)
If displayed for normal operations, call
maintenance and request that the agdd
oWILLfll Uc (JUolLKJIIcU IU INUKMAL.
Note: Not immediately accessible
to the flight crew. The
switch is located in the E/E
bay, adjacent to the E/E
bay light switches on a
bracket just above the
Main Equipment Center
Lower Access Door.
Tires
Message
Level
Aural
Condition
TIRE PRESS
Advisory
One or more tire pressures are not
normal.
Ill
Flight Manual
Continental
LANDING GEAR
Sec. 6.14 LEP-1
Rev. 05/01/02 #8
LIST OF EFFECTIVE PAGES
PAGE
DATE
TOC-1
11/01/01
TOC-2
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11/01/00
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A A //*\ A //*\ /~\
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11/01/00
4
05/01/02
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* LEP-1
05/01/02
* LEP-2
05/01/02
PAGE
DATE
PAGE
DATE
Asterisk indicates page(s) revised or added by the current revision.
WARN SYSTEMS
777 Sec. 6.15 TOC-1
Flight Manual Continental Rev. 05/01/01 #6
WARNING SYSTEMS
TABLE OF CONTENTS
WARNING SYSTEMS DESCRIPTION 1
Introduction 1
ENGINE INDICATION AND CREW ALERTING SYSTEM
(EICAS) 1
System Alert Messages 2
System Alert Level Definitions 3
Communication Alerts 4
Memo Messages 4
Status Messages 4
Alert Message Displays 5
Master Warning/Caution Reset Switches and Lights 7
Flight Deck Panel Annunciator Lights 7
Aural Alerts 8
Alert Inhibits 9
Message Consolidation 9
Engine Start Message Inhibits 9
Takeoff Inhibits 10
Landing Inhibits 11
Engine Shutdown Inhibits 11
Alert Message Inhibits 12
Altitude Alerting Inhibit 12
Master Caution Lights and Beeper Inhibit 12
EICAS Event Record 13
Warning System 15
Takeoff Configuration Warnings 15
Landing Configuration Warning 16
Stall Warning 17
Overspeed Warning 17
Altitude Alert 17
Ground Proximity Warning System (GPWS) 19
GPWS Annunciations 20
GPWS Callouts 21
Look - Ahead Terrain Alerting 22
Look-Ahead Terrain Alerting Annunciations 24
Weather Radar / Predictive Windshear System 25
Predictive Windshear Annunciations 27
Weather Radar / Predictive Windshear System
Test Procedures 28
Weather Radar Panel 30
WARN SYSTEMS
Sec. 6.15 TOC-2 777
Rev. 05/01/01 #6 Continental Flight Manual
Traffic Alert and Collision Avoidance System (TCAS-7) 32
Resolution Advisories (RA) and Display 32
Traffic Advisories (TA) and Display 33
Proximate Traffic Display 34
Other Traffic Display 34
TCAS Voice Alerts 35
TCAS PFD Vertical Guidance 39
TCAS ND Messages 39
TCAS Inhibits 40
TCAS Normal Operation 40
TCAS Non-Normal Operation 40
Crew Alertness Monitor 41
Tail Strike Indication 41
CONTROLS AND INDICATORS 42
Engine Indication and Crew Alerting System (EICAS) 42
System Warnings 46
Takeoff Check Switch 47
Traffic Alert and Collision Avoidance System (TCAS) 50
Display Select Panel 56
Warning Systems EICAS Messages 60
Altitude Alert and GPWS 60
Configuration 61
TCAS 62
Miscellaneous 62
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WARNING SYSTEMS DESCRIPTION
INTRODUCTION
The warning systems consist of four separate systems:
• Engine Indication And Crew Alerting System (EICAS)
• Warning System
• Ground Proximity Warning System (GPWS)
• Traffic Alert And Collision Avoidance System (TCAS).
These systems provide all aircraft crew alerting.
Alert is defined as a visual, tactile and/or aural alert requiring crew
awareness and possible crew action.
ENGINE INDICATION AND CREW ALERTING SYSTEM (EICAS)
EICAS consolidates engine and subsystem indications and provides a
centrally located crew alerting message display. EICAS also displays some
system status and maintenance information. EICAS provides:
System alerts
Status messages
Communication alerts
Maintenance information.
• Memo messages
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System Alert Messages
System alert messages are normally associated with system failures or faults
that may require performance of a specific non-normal procedure, or affect
the way the flight crew operates the aircraft. There are four categories of
crew alerts:
• Time critical warning • Caution
• Warning • Advisory.
Non-normal aircraft system conditions, not effecting the normal operation of
the aircraft, are not alert conditions. These are annunciated using status or
maintenance messages.
System alert messages not directly caused by system failures or faults include
such situations as:
• Altitude alert • Ground proximity warnings and
cautions
Configuration warnings
FMC messages (refer to Section
6.10, Flight Management, • Stall warning
Navigation)
Windshear warning
Overspeed warning
Stall warning
TCAS warnings.
Non-normal operational conditions do not include:
• ACARS messages • Printer messages
• Communication indications • SELCAL.
• Interphone calls
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System Alert Level Definitions
Time Critical Warnings
Time critical warnings alert the crew of a non-normal operational conditions
requiring immediate crew awareness and corrective action to maintain safe
flight. Time critical warnings are usually associated with primary flight path
control. Master warning lights, voice alerts, and PFD indications or stick
shakers announce time critical warning conditions.
Warnings
Warnings alert the crew to a non-normal operational or system condition
requiring immediate crew awareness and corrective action.
Cautions
Cautions alert the crew to a non-normal operational or system condition
requiring immediate crew awareness. Corrective action may be required.
Advisories
Advisories alert the crew to a non-normal operational or system condition
requiring routine crew awareness. Corrective action may be required.
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Communication Alerts
Communication alerts are triggered by the communication management
system. These alerts direct the crew to the appropriate message display:
• Cabin interphone
There are three levels of communication alert:
• High - Reserved for future use.
• Medium - Identify an incoming communication requiring immediate
awareness and a prompt response. It is accompanied by an aural chime.
• Low - Identifies an incoming communication requiring timely awareness
and response.
A detailed description of the communication management system is
described in Section 6.5, Communications.
Memo Messages
Memo messages support normal aircraft operations and are not considered
crew alerts.
Memo messages indicate the current state of certain manually and
automatically configured aircraft systems. Memo messages are displayed
(white font) on the EICAS display.
Status Messages
Status messages identify system faults affecting aircraft dispatch and are not
considered crew alerts. Status messages are displayed on the MFD STATUS
page and must be cleared by maintenance before departure.
Status messages that appear during flight, should be written up in the aircraft
logbook, with no further action by the flight crew.
• Multifunction display (MFD)
• Audio control panel
• Printer
• FMC.
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Alert Message Displays
System alerts, communication alerts, and memo messages are displayed in
both prioritized and chronological order. The priority in descending order is:
• Warning (red)
• Caution (amber)
• Advisory (amber, indented)
• Medium level communication (white, preceded by a dot)
• Low level communication (white, indented, preceded by a dot)
• Memo (white)
Warnings, cautions, and advisories are displayed from the top down in the
EICAS display message area. Communication alerts and memo messages
are displayed at the bottom of the message area.
The most recent message is displayed at the top of its respective level. An
overflow of system and/or communication alert messages displaces memo
messages. An overflow of system alert messages displaces communication
alerts. The bottom line of the EICAS message field (line 1 1) is reserved for a
communication alert (medium or low) if one is active. The communication
alert line can not be displaced by a system alert even if more than 10 lines are
active.
If the number of messages exceeds eleven, the area below the alert field
displays a page cue, indicating more than one page of messages is available
for display. Paging is accomplished by pushing the cancel/recall switch on
the display select panel.
All caution and advisory alerts can be cleared. Warning alerts,
communication alerts, and memo messages cannot be cleared. When the last
page is displayed, pushing the cancel/recall switch clears all displayed
caution and advisory alerts. Cleared caution and advisory alerts whose
conditions still exist can be recalled by pushing the cancel/recall switch
again. This also recalls the first page for review.
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MASTER WARNING/CAUTION RESET SWITCHES AND LIGHTS
Two master warning/caution reset switches each contain a master warning
light and master caution light.
The red master warning lights illuminate when any warning alert or time
critical warning occurs (except a stall warning). The lights remain
illuminated as long as the warning alert exists or until either master
warning/caution reset switch is pushed. Pushing either switch:
• Extinguishes both master warning lights
• Resets the lights for future warning alerts.
Pushing either master warning/caution reset switch also silences the warning
siren and fire bell except for the following warnings:
• Takeoff configuration • Landing configuration (for
The amber master caution lights illuminate when any caution alert occurs.
The lights remain on as long as the caution alert exists or until either master
warning/caution reset switch is pushed. Pushing either switch:
• Extinguishes both master caution lights
• Resets the lights for future caution alerts.
Flight Deck Panel Annunciator Lights
Flight deck panel annunciator lights are used in conjunction with EICAS
messages to:
• Help locate and identify affected systems and controls
• Reduce the potential for error.
The annunciator lights provide system feedback in response to flight crew
action. The lights also assist in fault detection and system preflight
configuration when the engines are shut down, and to supplement EICAS
information.
• Overspeed
• Autopilot disconnect
example, when the flap lever is in
a landing flap setting and landing
gear are not down).
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AURAL ALERTS
Aural alerts are provided to ensure crew attention, recognition, and response.
Aural alerts include synthetic voices and tones. Aural voice alerts are the
most direct and rapid method of communicating a specific alert condition to
the crew. Aural tones are used to alert the crew and to discriminate between
the different alert types and levels.
Aural alerts annunciate time critical warning, warning, caution, and medium
level communication alerts. There are no aural alerts associated with
advisory level alerts or low level communication alerts.
The aural alerts are:
• Beeper - Used for all system alert caution level messages. The beeper
consists of a tone that sounds four times in a second. The beeper
automatically silences after one series of four beeps.
• Bell - Used for fire warnings. The bell sounds repeatedly until crew
action is initiated.
• Chime - A high-low tone chime used for medium level communication
alerts. The chime sounds once for each communication alert.
• Siren - Used to annunciate warning alerts. The siren consists of
alternating high and low tones.
• Voice - Synthetic voices annunciate time critical warning alert
conditions, such as GPWS, engine fail, and TCAS alerts. Synthetic
voices also annunciate certain normal but time critical operational
information, such as approach phase altitude callouts and the Vi callout.
• Wailer - Used to annunciate autopilot disconnect.
• All continuous aural alerts are silenced automatically when the respective
alert condition no longer exists.
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Alert Inhibits
Alerts are inhibited during part of the takeoff in order not to distract the
crew. Alerts are also inhibited when they are operationally unnecessary or
inappropriate.
Alert messages, except for warnings and messages directly relevant to flight
operations, are inhibited during engine start to eliminate nuisance messages.
Alert messages are inhibited individually at other times, such as during the
preflight and postflight phases or engine shutdown, when they are
operationally unnecessary.
Message Consolidation
On the ground with both engines shut down, certain caution and advisory
alert messages are inhibited by collecting them into more general alert
messages. These include individual fuel, hydraulic, door, and electrical
messages. For example, two or more individual entry, cargo, and access door
EICAS messages are replaced by the EICAS advisory message doors.
Engine Start Message Inhibits
During ground engine start, new caution and advisory alerts are inhibited
from engine start switch engagement until:
• The engine reaches idle RPM
• The start is aborted, or
• 5 minutes elapse from engine start switch engagement whichever occurs
first.
The
following messages are not inhibited:
APU LIMIT
FMC MESSAGE
APU SHUTDOWN
FUEL VALVE APU
ENG FUEL VALVE
LANDING ALTITUDE
ENG SHUTDOWN
OUTFLOW VALVE
ENG AUTOSTART
OVERHEAT ENG
ENG STARTER CUTOUT
SGL SOURCE DISPLAYS
ENG START VALVE
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Takeoff Inhibits
The master warning lights and fire bell are inhibited for fire during part of the
takeoff. The inhibit begins at Vi and ends at 400 feet radio altitude, or 25
seconds after Vi, whichever occurs first. If a fire occurs during the inhibit, an
EICAS warning message appears, but the master warning lights do not
activate. If the warning condition still exists when the inhibit is removed,
both master warning lights and the appropriate warning aural activate
immediately.
If the master warning lights and fire bell or siren are activated prior to the
inhibit they continue to illuminate and sound after reaching Vj.
Takeoff configuration warnings are terminated when airspeed exceeds Vi.
The landing configuration master warning lights and siren are inhibited from
rotation to 800 feet radio altitude, or for 140 seconds after nose gear strut
extension, whichever occurs first.
The master caution lights and aural beeper are inhibited for all cautions
during part of the takeoff. The inhibit begins at 80 knots and ends at 400 feet
radio altitude, or 20 seconds after rotation, whichever occurs first. If a
rejected takeoff is initiated above 80 knots, the inhibit remains until the
airspeed decreases below 75 knots. If the master caution lights and the aural
alerts are activated prior to the inhibit, they continue to illuminate and sound.
The inhibit cannot reset the lights or aural alert. If a caution occurs during
the inhibit and exists when inhibit ends, both master caution lights and aural
activate. Caution alert messages are not inhibited during takeoff.
Advisory message inhibits begin at 80 knots and end at 400 feet radio
altitude, or 20 seconds after rotation, whichever occurs first. The inhibit is
also terminated if takeoff thrust is not selected on both engines.
Communication alert messages (except cabin alert) and the aural chimes are
inhibited on takeoff from the time either engine is advanced to takeoff thrust
through 400 feet radio altitude, or until 20 seconds after rotation. The inhibit
is cleared if the aircraft is on the ground with both engines below takeoff
thrust. If a communication alert occurs during the inhibit and exists when the
inhibit ends, the message is displayed and the aural chime sounds.
The EICAS display status message cue is inhibited from engine start until 30
minutes after liftoff.
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Landing Inhibits
When land 2 or land 3 are displayed, the master caution lights and beeper
associated with most EICAS caution messages are inhibited from 200 feet
AGL until:
• Less than 75 knots groundspeed
• 40 seconds has elapsed, or
• Radio altitude is greater than 800 feet.
EICAS caution messages are not inhibited.
The master caution lights and beeper for EICAS caution messages that may
require a go-around are not inhibited. They are:
• AUTOPILOT • SPEEDBRAKE EXTENDED
• NOAUTOLAND • AUTOTHROTTLE DISC
The status message cue, communication messages (except cabin alert), and
communication aural chimes are inhibited on descent from 800 feet radio
altitude to 75 knots groundspeed.
Engine Shutdown Inhibits
Engine-driven pumps, generators, and other components whose alert
messages would result from an engine shutdown, are inhibited by the eng
shutdown message. When an engine is shutdown (fuel control switch in
cutoff or fire handle pulled), the EICAS alert message eng shutdown l or eng
shutdown R is displayed and the following l or r alerts are inhibited:
• BLEED OFF • ELEC BACKUP GEN
ELEC DRIVE • ENG OIL PRESS
ELEC GEN OFF • HYD PRESS PRI
When the aircraft is on the ground and both fuel control switches are in the
cutoff position, the master caution lights and the caution alert beeper are
inhibited. This prevents alerts associated with routine gate operations from
triggering nuisance lights and aural alerts. On the ground with both engines
shut down; the EICAS alert message eng shutdown is displayed without an l
or R following it.
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When the shutdown inhibit is removed, the master caution lights and alert
beeper do not activate for alerts that existed prior to its removal. For
example, if the right hydraulic system is depressurized with both engines
shutdown, and the left engine is then started, the master caution lights and
beeper do not activate. The master caution lights and beeper activate only
when the alert first occurs, provided no other inhibit is in effect.
Alert Message Inhibits
Alert message inhibits are those inhibits where one message is inhibited by
the presence of another alert message. For example, individual fuel or
hydraulic pump pressure messages are inhibited by higher priority system
pressure messages.
Certain alert messages are time delayed, even though discrete system lights
may illuminate. Time delay inhibits prevent normal in-transit indications
from appearing as EICAS system alert messages. For example, valves are
generally only sensed open and/or closed, not in-transit. When a valve is in-
transit, the alert message indicating the valve has failed to open or close is
inhibited to allow the valve time to move to the commanded position. If the
valve is not in the commanded position at the end of the inhibit period, an
EICAS system alert message is displayed.
Altitude Alerting Inhibit
Altitude alerting is inhibited in flight with:
• Glide slope capture, or
• Landing flaps (25 or 30) selected and all landing gear down.
Master Caution Lights and Beeper Inhibit
The master caution lights and the associated aural beeper are inhibited for
the following caution level messages:
• ENG SHUTDOWN L and R
• ENG fail L and R (following a time critical warning only).
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EICAS Event Record
The flight crew can manually capture and record any suspect condition into
EICAS memory using the EICAS event record switch.
Systems, which provide recorded information when the switch is activated,
include:
Anti-ice, ice detection
Air systems
APU
Electrical
Electronic engine control
Fire protection
Flight controls / flaps and slats
Fuel quantity and fuel
management
Hydraulic
Landing gear and brakes
Performance.
Up to five parameter sets may be manually recorded. The event record
function also has an automatic feature. When an EICAS event occurs,
conditions are automatically written to EICAS memory.
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WARNING SYSTEM
The warning system consists of two flight deck warning speakers, two master
warning lights and two stick shaker motors.
The warning system controls and activates visual and/or aural alerts for these
warnings:
• Fire • Ground proximity
• Engine fail • Windshear
• Cabin altitude • Overspeed
• Autopilot disconnect • Traffic Alert and Collision
Takeoff Configuration Warnings
Takeoff configuration warnings are armed when the aircraft is on the ground
and thrust is in the takeoff range on either engine. Takeoff configuration
warnings are also armed when the aircraft is on the ground and the Takeoff
Check switch is pushed. Takeoff configuration warnings consist of:
• Master warning lights illuminate
• Aural warning siren sounds
• Applicable EICAS warning alert config message(s) are displayed.
Takeoff configuration warning messages include:
CONFIG DOORS • CONFIG RUDDER
• CONFIG FLAPS • CONFIG SPOILERS
CONFIG GEAR STEERING • CONFIG STABILIZER
CONFIG PARKING BRAKE
All takeoff configuration warning indications are canceled when the
configuration error is corrected. Additionally, takeoff configuration warnings
are disarmed at Vi. Any existing takeoff configuration warning indications
are inhibited above Vi.
Unscheduled stabilizer movement
Crew alertness
Avoidance System (TCAS)
Takeoff and Landing
Configuration
Stall Warning.
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When a takeoff configuration warning occurs, pushing either master
warning/caution reset switch resets the master warning lights but does not
silence the siren or clear the EICAS alert message. Before reaching V b the
siren can be silenced and the EICAS alert message cleared only by retarding
both thrust levers or correcting the condition. If thrust is reduced, the EICAS
takeoff configuration message remains displayed for 10 seconds so the pilots
can positively identify the configuration problem.
Landing Configuration Warning
The landing configuration warning system alerts the crew that the landing
gear is not extended for landing. The landing configuration warning
activates if:
• The aircraft is in flight, and
• Any landing gear is not down and locked, and
• Either of the following conditions exists:
• Flap lever in a landing position (25 or 30), or
• Any thrust lever is at idle with radio altitude 800 feet or less.
The landing configuration warning consists of:
• Master warning lights illuminate
• Aural warning siren activates
• The config gear EICAS warning alert message is displayed.
With the flap lever in a landing position, the siren and alert message cannot
be deactivated with the master warning/caution reset switches. The siren and
message continue until the condition is corrected or the ground proximity
gear override switch is pushed.
If the warning is due to an idle thrust setting at low altitude, pushing either
master warning/caution reset switch silences the siren and extinguishes the
master warning lights. The EICAS message remains displayed until the
configuration error is corrected.
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Stall Warning
Warning of an impending stall is provided by left and right stick shakers,
which independently vibrate the left and right control columns.
Airspeed Low
The EICAS caution message airspeed low is displayed and the current
airspeed box on the PFDs turn amber when airspeed is below minimum
maneuvering speed.
Overspeed Warning
An overspeed warning occurs if V M o/M M o limits are exceeded. The
overspeed warning consists of:
• Master warning lights illuminate
• Aural warning siren sounds
• The EICAS warning alert message overspeed is displayed.
The warning siren and EICAS message remain activated until airspeed is
reduced below V M o/M M0 .
Altitude Alert
Altitude alerting occurs when approaching or departing the MCP-selected
altitude.
Approaching a Selected Altitude
At 900 feet prior to reaching the selected altitude, a white box is displayed on
the PFD altitude indication around:
• The selected altitude
• The current altitude.
At 200 feet prior to the selected altitude, the white boxes are no longer
displayed.
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Selected Altitude Deviation
When deviating by 200 feet from the selected altitude:
• The master caution lights illuminate
• The EICAS caution message altitude alert is displayed
• The caution beeper sounds
• The PFD current altitude box changes to amber.
When deviating more than 900 feet from the selected altitude, or upon
returning to within 200 feet of the selected altitude:
• The master caution lights extinguish
• The EICAS caution message is no longer displayed
• The PFD current altitude box changes to white.
Altitude alerting can be reset by changing the selected altitude.
Altitude alerting is inhibited when the glideslope is captured, or with landing
flaps selected and the landing gear down.
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+200 FT -
SELECTED
ALTITUDE"
+900 FT
-900 FT
-200 FT
No indications
• • • A white box is displayed around each of the PFD selected
altitude and current altitude displays.
□ □ □ The EICAS caution message ALTITUDE ALERT is displayed
and the PFD current altitude box changes to amber.
Ground Proximity Warning System (GPWS)
The GPWS provides alerts for potentially hazardous flight conditions
involving imminent impact with the ground.
Ground proximity time critical warnings are accompanied by master warning
light illumination and voice aural alerts. Ground proximity cautions are
accompanied by ground proximity light illumination and a voice aural alert.
Note : The GPWS does not provide an alert for flight toward vertically
sheer terrain or slow descents into terrain while in the landing
configuration.
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GPWS Annunciations
Aural Alert
Visual Alert
Description
Two-tone siren
followed by
"WINDSHEAR"
Red WINDSHEAR
message displayed
on both PFDs.
Master WARNING
lights
Time critical warning alert. Excessive
windshear condition detected when below
1500 feet. Windshear detection begins at
rotation.
"WHOOP
WHOOP
PULL UP"
PULL UP message
displayed on both
PFDs.
Master WARNING
lights
Follows SINK RATE alert if descent rate
becomes severe. Also follows TERRAIN
alert if excessive terrain closure rate
continues and landing gear and/or flaps are
not in landing configuration.
"DON'T SINK"
GND PROX light
Excessive altitude loss after takeoff or go-
around.
"GLIDE
SLOPE"
GND PROX light
Deviation below glideslope. Volume and
repetition rate increase as deviation
increases.
Pushing the ground proximity G/S INHIB
switch cancels or inhibits the alert below
1000 feet radio altitude.
"SINK RATE"
GND PROX light
Excessive descent rate.
"TERRAIN"
GND PROX light
Master warning
lights
Excessive terrain closure rate.
"TOO LOW
FLAPS"
GND PROX light
Unsafe terrain clearance at low airspeed
with flaps not in landing configuration.
Pushing the ground proximity FLAP override
switch to OVRD inhibits the alert.
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"TOO LOW
GEAR"
GND PROX light
Unsafe terrain clearance at low airspeed with
landing gear not down.
Pushing the ground proximity GEAR override
switch to OVRD inhibits the alert.
"TOO LOW
TERRAIN"
GND PROX light
Unsafe terrain clearance at high airspeed with
either landing gear not down or flaps not in
landing position. Follows DO NOT SINK if
another descent is initiated after initial alert,
before climbing to the altitude where the initial
descent began.
If illuminated, pushing a master warning/caution reset switch resets the master
warning lights but does not deactivate the ground proximity warning.
Aural cautions are accompanied by ground proximity light illumination. The
master caution lights do not illuminate for ground proximity cautions.
GPWS Cal louts
GPWS provides a voice callout at selected radio altitudes to advise the flight
crew of the approximate height above ground level. Voice callouts are provided
at:
• 1 00 feet - "ONE HUNDRED"
• 50 feet - "FIFTY"
• 30 feet -"THIRTY"
• 20 feet - "TWENTY"
• 10 feet -"TEN"
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Look - Ahead Terrain Alerting
The look-ahead terrain feature of the GPWS shows computer generated
terrain data on the navigation display.
• Terrain is displayed as the following:
• Terrain more than 2000 feet below the aircraft is not displayed,
• Terrain from 2000 feet below to 500 feet (250 feet with gear down)
below the aircraft's current altitude is displayed as dotted green,
• Terrain 500 feet (250 feet with gear down) below to 2000 feet above
the aircraft's current altitude is displayed as dotted amber,
• Terrain more than 2000 feet above the aircraft is displayed as dotted
red,
• The display is magenta if there is no terrain data available.
The terrain display is generated from a data base contained in the GPWS
computer and correlated to the GPS position.
The terrain data is selected with the EFIS control panel terrain (terr) map
switch and displayed with the following navigation modes: expanded map,
center map, expanded vor and expanded app. A cyan terr annunciation
appears on the navigation display when the terrain display is selected and is
active. In the pln, center vor, and center app modes, the terr switch arms
the terrain display. The terrain data is then immediately displayed when
expanded map, center map, expanded vor or expanded app mode is selected.
The terrain function is disabled with the ground proximity terrain (terr)
override switch. A terr ovrd annunciation appears on the navigation
display and the EICAS advisory message terr ovrd displays. If the system
cannot determine aircraft position, the EICAS advisory message terr POS
displays.
Terrain cannot be displayed together with weather radar. Each pilot's
display, however, is independent, permitting one pilot to display terrain and
the other to display weather radar. All other displays (TCAS, LNAV
routing, etc.) can be shown with terrain data.
The GPWS terrain data base contains detailed terrain data near major
airports, and in lesser detail for areas between airports. The terrain data is
useful to determine known terrain within 2000 feet of aircraft altitude, but is
not designed to be an independent navigation aid.
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There are three look-ahead terrain alerts:
• Look-ahead caution alert
• Look-ahead warning alert
• Terrain floor clearance alert.
The caution and warning alerts are based on a projected impact using the
aircraft's flight path and ground speed.
A look-ahead caution terrain alert is initiated approximately 40-60 seconds from
projected impact.
A look-ahead warning terrain alert is initiated approximately 20-30 seconds
from projected impact.
The terrain data is automatically displayed with the first look-head terrain alert if
neither pilot has the terrain display selected, and in expanded map, center map,
expanded vor or expanded app modes. The terrain display replaces the weather
radar display, and the cyan terr annunciation appears on the navigation display.
The terrain clearance floor alert provides a terrain clearance envelope around
the airport runway. It compliments the basic GPWS unsafe terrain clearance
alert by providing alerts based on insufficient terrain clearance even when the
aircraft is configured for landing. The system, however, does not access the
FMC route of flight and cannot differentiate between destination airports and
other nearby airports.
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Look-Ahead Terrain Alerting Annunciations
Aural Alert
Visual Alert
Description
"CAUTION
TERRAIN,
CAUTION
TERRAIN"
Amber TERRAIN on
ND (all modes).
GND PROX light
The threatening terrain ahead of the aircraft
and 90 degrees of the current ground track
becomes solid amber on the navigation
display (in expanded MAP, center MAP, and
expanded VOR or APP modes only).
"TERRAIN,
TERRAIN"
Red PULL UP on
PFD.
Red TERRAIN on
ND (all modes).
Master WARNING
lights.
The threatening terrain ahead of the
airplane and 90 degrees of the current
aircraft ground track becomes a solid red on
the navigation display (in expanded MAP,
center MAP, and expanded VOR or APP
modes only).
"TOO LOW
TERRAIN"
Red PULL UP on
PFD.
The terrain clearance floor alert is based on
aircraft location, nearest runway center
point, and radio altitude.
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WARN SYSTEMS
Sec. 6.15 Page 25
Rev. 11/01/00 #5
Weather Radar / Predictive Windshear System
Weather Radar
The weather radar system consists of two receiver-transmitter units, an
antenna, and a control panel. Radar returns are shown on the navigation
display (ND) in all modes except:
• Plan
• VOR center
• Approach center.
The EFIS control panel weather radar (wxr) map switch controls power to
the transmitter/receiver and controls the weather radar display on the ND.
The radar display range automatically adjusts to the ND range selected on
the EFIS control panel.
The CDU can control the EFIS control panel functions, including the wxr.
The weather radar operating modes and fault conditions are shown on the
ND.
Turbulence can be sensed by the weather radar only when there is sufficient
precipitation. Clear air turbulence can not be sensed by radar.
The weather radar also provides predictive windshear alerting.
Predictive Windshear System
The Predictive Windshear System (PWS) is part of the weather radar system.
It augments, the GPWS windshear detection system. The PWS uses radar
imaging to detect disturbed air prior to entering a windshear. Aural and
visual alerts warn the crew of windshear. The PWS is activated by the
following methods:
• Manually on the ground when the weather radar is activated with the
EFIS control panel wxr switch,
• Automatically on the ground when the thrust levers are set for takeoff,
• Automatically in the air when below 2300 feet AGL.
There are two alerts associated with the PWS: a warning alert and a caution
alert. These alerts are available below 1200 feet RA.
WARN SYSTEMS
Sec. 6.15 Page 26
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A PWS caution windshear alert is activated if a windshear is detected
between 0.5 and 3 nm and 25 degrees left or right of the aircraft's magnetic
heading, and not within the warning alert area.
On the ground, a PWS warning alert is activated if a windshear is detected
between 0.5 nm and 3 nm and 0.25 nm right or left of the aircraft's magnetic
heading.
In the air, a PWS warning alert is activated if a windshear is detected
between 0.5 and 1.5 nm and 0.25 nm left or right of the aircraft's magnetic
heading.
Predictive Windshear Alerts
3 nm 3 nm
Ground
77720014
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WARN SYSTEMS
Sec. 6.15 Page 27
Rev. 11/01/00 #5
Predictive Windshear Annunciations
Aural Alert
Visual Alert
Description
"MONITOR
RADAR
DISPLAY"
Red PWS symbol on ND (in expanded MAP,
center MAP, and expanded VOR or APP
modes only).
Amber WINDSHEAR on ND (all modes).
Caution alert.
"WINDSHEAR
AHEAD"
Red WINDSHEAR on PFD.
Red PWS symbol on ND (in expanded MAP,
center MAP, and expanded VOR or APP
modes only).
Red WINDSHEAR on ND (all modes).
Takeoff warning.
"GO AROUND,
WINDSHEAR
AHEAD"
Red WINDSHEAR on PFD.
Red PWS symbol on ND (in expanded MAP,
center MAP, and expanded VOR or APP
modes only).
Red WINDSHEAR on ND (all modes).
Approach warning.
During takeoff and landing, the PWS inhibits new caution alerts between 80
knots and 400 feet AGL, and new warning alerts between 100 knots and 50
feet AGL. These inhibits do not remove existing caution or warning alerts.
PWS windshear alerts are prioritized along with GPWS and TCAS alerts
based on the level of the hazard and time required for flight crews to react.
The GPWS windshear warning is the highest level, followed by terrain
warnings, predictive windshear, and TCAS.
WARN SYSTEMS
Sec. 6.15 Page 28
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Weather Radar / Predictive Windshear System Test Procedures
Test
The Weather Radar (WXR) and Predictive Windshear System (PWS) are not
required to be tested by the B777 flight crew. Any discrepancies effecting
operation of either system is annunciated on EICAS. If a test of the WXR /
PWS systems is desired the following procedure applies:
Weather Radar / Predictive Windshear Test
The B777 Radar / Predictive Windshear system requires a two phase test:
WXR Test:
test Button (WX RDR Panel)
wxr Button (EFIS Control Panel)
Indications on ND:
Test Pattern
wxr test message (amber)
PWS Test :
test Button (WX RDR Panel)
test Button (WX RDR Panel)
First 2 seconds:
Visual Indications:
windshear message on ND (amber)
Aural announcement:
"MONITOR RADAR DISPLAY"
After 10 seconds:
Visual Indications:
windshear message on ND (red)
windshear message on PFD (red)
Master warning lights on glareshield (red)
windshear sys advisory on EICAS
Aural announcement:
'GO AROUND, WINDSHEAR AHEAD"
- pause -
"WINDSHEAR AHEAD, WINDSHEAR AHEAD"
SELECT
PUSH (ON)
DESELECT
SELECT
(Continued)
WARN SYSTEMS
777 Sec. 6.15 Page 29
Flight Manual Continental Rev. 11/01/00 #5
wxr Button (EFIS Control Panel) PUSH (OFF)
test Button (WX RDR Panel) DESELECT
Selecting test mode selects the test mode for both the left and right ND's.
Depressing the wxr pushbutton on the EFIS control panel activates the
weather radar test mode. Depressing the wxr pushbutton a second time
deactivates the radar. When the test is completed select desired mode.
During the test mode the following occurs:
The transmitter is enabled for less than one second and then muted for the
remaining portion of the test.
The ND displays a test pattern containing a four color pattern of centric arcs,
turb wedges and a windshear icon.
7773017
The antenna system performs a test sequence, ending with the antenna
stopping at the boresight (electrical zero) position.
Note : The windshear detection mode is automatically activated if the radio
altimeter reports an altitude less than 2300 feet and the aircraft
"windshear active" qualifiers are valid.
WARN SYSTEMS
Sec. 6.15 Page 30 7 77
Rev. 11/01/01 #7 Continental Flight Manual
Weather Radar Panel
AFT AISLE STAND PANEL
® Weather Radar Mode Switches
push - selects mode
left - controls displays on left ND
right - controls displays on right ND
tfr (transfer) - transfers other ND display selections to related ND
wx - shows weather radar returns at calibrated gain level
wx+t (turbulence) - shows weather returns and turbulence within
precipitation at calibrated gain level. Turbulence display is available on
displays of 40 miles or less.
Note : Turbulence detection requires presence of detectable
precipitation. Clear air turbulence cannot be detected by radar.
map - shows ground returns at selected gain level
gcs (ground clutter suppression)
• in - reduces amount of ground returns
• out - shows ground returns
Note : Continuous operation is not recommended because weather
return intensity may be reduced.
© gain Control
Rotate inner knob - Sets receiver sensitivity in wx, wx+t, and map modes
on related ND.
The V symbol reflects the amount of gain selected as follows:
• 12 o'clock detent - auto gain (no gain indication on lower left side
of map display).
• Full counter clockwise - minimum manual gain (var displayed on
lower left side of map display).
• Full clockwise - maximum manual gain (var displayed on lower left
side of map display)
WARN SYSTEMS
777
Sec. 6.15 Page 31
Flight Manual
Continental
Rev. 11/01/00 #5
®
Tilt Control
Rotate knob clockwise - tilts radar antenna up
Rotate knob down - tilts radar antenna down
®
Receiver/Transmitter Switches
Push:
• lr/t (left receiver/transmitter) - selects left weather radar system.
Pushes out rr/t (right receiver/transmitter) switch.
• rr/t - selects right weather radar system. Pushes out lr/t switch.
Push:
• Test selected transmitter without radiating.
• Shows test pattern and any fault message on ND with wxr selected
(except in plan, ctr vor and ctr app modes).
Note : If the airplane is on the ground and the thrust levers are not
advanced for takeoff, the WXR tests the Predictive Windshear
System (PWS) indications. These include the WINDSHEAR
SYS EICAS advisory, the PWS caution and PWS warning.
Deactivating wxr on the EFIS control panel will discontinue the
test. The PWS test lasts approximately 15 seconds.
WARN SYSTEMS
Sec. 6.15 Page 32 7 77
Rev. 05/01/01 #6 Continental Flight Manual
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS-7)
TCAS alerts the crew to possible conflicting traffic. TCAS interrogates
operating transponders in other aircrafts, tracks the other aircrafts by analyzing
the transponder replies, and predicts the flight paths and positions. TCAS
provides advisory, flight path guidance, and traffic displays of the other aircrafts
to the flight crew. Neither advisory, guidance, nor traffic display is provided for
other aircrafts that do not have operating transponders. TCAS operation is
independent of ground-based air traffic control.
To provide advisories, TCAS identifies a three-dimensional airspace around the
aircraft where a high likelihood of traffic conflict exists. The dimensions of this
airspace are contingent upon the closure rate with conflicting traffic.
TCAS provides advisories and traffic displays:
Other traffic display.
Resolution Advisory (RA) • Proximate traffic display
and display
• Traffic Advisory (TA) and display
TCAS messages and TCAS traffic symbols can be displayed on the ND in the
map, map centered, VOR, and approach modes. TCAS messages and TCAS
traffic symbols cannot be displayed on the ND in the VOR-centered, approach-
centered, or plan modes, traffic, ta only, and tcas test are displayed in all
EFIS modes.
Resolution Advisories (RA) and Display
An RA is a prediction that another aircraft will enter the TCAS conflict airspace
within approximately 20 to 30 seconds. If altitude data from the other aircraft is
not available, no RA can be provided.
When the TCAS issues an RA:
• TCAS voice alert sounds
• TCAS vertical guidance is displayed on the PFD
• TCAS vertical guidance is displayed on the vertical speed indication
• The TCAS red message traffic is displayed on the ND.
WARN SYSTEMS
777 Sec. 6.15 Page 33
Flight Manual Continental Rev. n/oi/oo #5
When the TCAS cyan message tfc is displayed on the ND, and the RA is
within the display range of the ND, the TCAS RA traffic symbol and its
accompanying data tag is displayed on the ND. The TCAS RA traffic
symbol is a filled red square.
For no-bearing RAs, the red RA label is displayed below the red message,
traffic, and the RA data tag information is displayed to the right of the
label. The RA red data tag contains the distance, altitude, and the vertical
motion arrow.
When the RA is further from the aircraft than the ND range currently
displayed, the TCAS red message offscale is displayed on the ND.
Traffic Advisories (TA) and Display
A TA is a prediction that another aircraft will enter the conflict airspace in
35 to 45 seconds. TAs are provided to assist the flight crew in establishing
visual contact with the other aircraft.
When TCAS predicts a TA:
• The TCAS voice alert "TRAFFIC, TRAFFIC" sounds once
• The TCAS amber message traffic is displayed on the ND.
When the TCAS cyan message tfc is displayed on the ND and the TA is
within the display range of the ND, the TCAS TA traffic symbol and its
accompanying data tag are displayed on the ND. The TA traffic symbol is a
filled amber circle.
For no-bearing TAs, the amber TA label is displayed below the traffic
message, and the TA data tag information is displayed to the right of the
label. The TA labels are displayed below the RA labels. The TA data tag
contains the distance, altitude, and vertical motion arrow.
When the TA is further from the aircraft than the ND range currently
displayed, the TCAS amber message offscale is displayed on the ND.
WARN SYSTEMS
Sec. 6.15 Page 34
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Proximate Traffic Display
Proximate traffic is another aircraft that is neither an RA or a TA but is
within:
• Six miles
• 1,200 feet vertically.
When the TCAS cyan message tfc is displayed on the ND and the proximate
traffic is within the ND display range, the TCAS proximate traffic symbol is
displayed on the ND. The TCAS proximate traffic symbol is a filled white
diamond. If the other aircraft is providing altitude data, then a data tag is
also displayed that contains this information about the other aircraft:
• The relative or absolute altitude
• The climbing or descending vertical direction.
Other Traffic Display
Other traffic is another aircraft that is within the ND display limits but is
neither an RA, a TA, or proximate traffic. If the other aircraft is not
providing altitude information, other traffic becomes proximate traffic
automatically when within six miles.
When the TCAS cyan message tfc is displayed on the ND and the other
traffic is within the ND display range, then the TCAS other traffic symbol is
displayed on the ND. The TCAS other traffic symbol is a hollow white
diamond. If the other aircraft is providing altitude data, then a data tag like
that described in the proximate traffic display is displayed.
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WARN SYSTEMS
Sec. 6.15 Page 35
Rev. 11/01/00 #5
TCAS Voice Alerts
The TCAS voice alert "TRAFFIC, TRAFFIC" sounds once when TCAS first
predicts a new TA.
When TCAS first predicts a new RA, one of the following TCAS voice alerts
sounds once:
• "MONITOR VERTICAL SPEED"
• 'MAINTAIN VERTICAL SPEED, MAINTAIN"
• "MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN"
• "CLIMB, CLIMB"
• "CLIMB, CROSSING CLIMB, CLIMB, CROSSING CLIMB"
• "DESCEND, DESCEND"
• "DESCEND, CROSSING DESCEND, DESCEND, CROSSING
DESCEND."
Crossing alerts are provided when the aircraft will fly through the altitude of
the other aircraft when following the TCAS vertical guidance on the PFD.
If TCAS requires an increase or decrease in the vertical rate of climb, then
one of the following TCAS voice alerts sounds once:
• "INCREASE CLIMB, INCREASE CLIMB"
• "INCREASE DESCENT, INCREASE DESCENT"
• "ADJUST VERTICAL SPEED, ADJUST."
If TCAS requires a change in vertical direction from either an existing climb
to a descent, or an existing descent to a climb, then one of the following
TCAS voice alerts sounds once:
• "DESCEND, DESCEND NOW, DESCEND, DESCEND NOW"
• "CLIMB, CLIMB NOW, CLIMB, CLIMB NOW."
When separation from the other aircraft is increasing and TCAS predicts
there will be no RA, the TCAS voice alert "CLEAR OF CONFLICT" sounds
once. However, the alert will not sound if the RA can no longer be
calculated because TCAS cannot predict the track of the other aircraft.
WARN SYSTEMS
Sec. 6.15 Page 36
Rev. 11/01/00 #5
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The following are the available TCAS voice alerts:
Voice Alert
Type
Response
"TRAFFIC, TRAFFIC"
TA
Attempt to visually locate the traffic.
"MONITOR VERTICAL
SPEED"
RA
Present pitch attitude is within the
TCAS PFD vertical guidance pitch
command. Keep pitch attitude away
from the red pitch command.
"MAINTAIN VERTICAL
SPEED, MAINTAIN"
RA
Present pitch attitude is within the
TCAS PFD vertical guidance pitch
command. Continue to keep pitch
attitude away from the red pitch
command. Aircraft will pass through
the altitude of the traffic.
"MAINTAIN VERTICAL
SPEED CROSSING,
MAINTAIN"
RA
Climb as directed by TCAS PFD
vertical guidance.
CLIMB, CLIMB
RA
Climb as directed by TCAS PFD
vertical guidance.
"CLIMB, CROSSING
CLIMB, CLIMB,
CROSSING CLIMB
RA
Climb as directed by TCAS PFD
vertical guidance. Aircraft will climb
, i ill 1 1 ■ i 1 r* i_i i rr-
through the altitude of the traffic.
"DESCEND, DESCEND"
RA
Descend as directed by TCAS PFD
vertical guidance.
"DESCEND, CROSSING
DESCEND, DESCEND,
CROSSING DESCEND"
RA
Descend as directed by TCAS PFD
vertical guidance. Aircraft will
descend through the altitude of the
traffic.
"INCREASE CLIMB,
INCREASE CLIMB
RA
Present pitch attitude is within TCAS
PFD vertical guidance pitch
command. Keep pitch attitude out of
red pitch command.
"INCREASE DESCENT,
INCREASE DESCENT"
"ADJUST VERTICAL
SPEED, ADJUST"
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WARN SYSTEMS
Sec. 6.15 Page 37
Rev. 11/01/00 #5
"DESCEND, DESCEND
NOW, DESCEND,
DESCEND NOW"
RA
Descend as directed by TCAS PFD
vertical guidance. Previous TCAS
vertical guidance was to climb.
CLIMB, CLIMB JNUW,
CLIMB, CLIMB NOW"
KA
Climb as directed by ICAa YYu
vertical guidance. Previous TCAS
vertical guidance was to descend.
"CLEAR OF CONFLICT"
RA
Separation is increasing and the RA
will not occur. Vertical guidance is
removed from the PFDs and traffic
changes to a TA symbol.
WARN SYSTEMS
Sec. 6.15 Page 38
Rev. 11/01/00 #5
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TCAS PFD Vertical Guidance
When TCAS predicts an RA, TCAS vertical guidance is displayed on the
PFD for a maneuver to ensure vertical separation. The pitch maneuver is
based on traffic aircraft altitude information.
If the traffic aircraft also has TCAS and a mode S transponder, TCAS
vertical guidance is coordinated with the traffic aircraft TCAS.
TCAS PFD Vertical Speed Indication RA Guidance
When TCAS predicts an RA, TCAS vertical guidance is also displayed on
the vertical speed indication for a maneuver to ensure vertical separation.
TCAS ND Messages
The ND TCAS red message traffic is displayed when TCAS predicts an RA.
The cyan message tfc is displayed when TCAS traffic symbols and messages
are or can be displayed. The message is not displayed if the TCAS message
tcas fail, tcas off, or tcas test is displayed.
The amber message traffic is displayed when TCAS predicts a TA.
The red message offscale is displayed when TCAS predicts an RA that is at
a distance greater than the ND selected range.
The amber message offscale is displayed when TCAS predicts a TA (but
not an RA) that is at a distance greater than the ND selected range.
When the cyan message TA only is displayed, TCAS can not provide RAs.
All other traffic that would have been RAs are predicted as TAs.
The cyan message tcas test is displayed when TCAS is in the test mode.
The message is displayed on all ND modes and ranges.
The amber message tcas fail is displayed if TCAS is failed, or TCAS
information cannot be displayed on the ND.
The amber message tcas off is displayed if the traffic switch is pushed to
display traffic, but TCAS is not selected on the transponder panel.
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WARN SYSTEMS
Sec. 6.15 Page 39
Rev. 11/01/00 #5
TCAS Inhibits
INCREASE DESCENT RAs are inhibited below 1,450 feet radio altitude.
DESCEND RAs are inhibited below 1 ,000 feet radio altitude when
descending, and below 1 ,200 feet radio altitude when climbing.
All RAs are inhibited below 1,100 feet radio altitude when climbing and
below 900 feet radio altitude when descending.
TCAS voice alerts are inhibited below 500 feet radio altitude.
All TCAS alerts are inhibited by GP WS and windshear warnings.
TCAS Normal Operation
The TCAS operating mode is controlled from the transponder panel. TCAS
is normally operated in the ta/ra mode. However, sometimes it is necessary
to operate in the ta only mode to prevent nuisance RAs.
The ta only mode is used during engine out operations to prevent RAs when
adequate thrust is not available to follow the RA commands. Also, the ta
only mode can be used when intentionally operating near other traffic that
may cause RAs, such as during parallel approaches and VFR operations.
TCAS Non-Normal Operation
The EICAS advisory message tcas off is displayed if TCAS is not operating.
No TCAS RA guidance is displayed on the PFDs, no TCAS traffic symbols
are displayed on the NDs, and no TCAS voice alerts sound. An amber tcas
off message is displayed on both NDs.
The EICAS advisory message tcas ra (captain or f/0) is displayed if TCAS
cannot display RA guidance on the respective PFD. The ND traffic displays
and voice alerts are unaffected.
The EICAS advisory message tcas is displayed if TCAS cannot display
TCAS RA guidance on either PFD, and cannot display TCAS traffic symbols
on either ND. TCAS voice alerts will not occur. An amber tcas fail
message is displayed on both NDs.
WARN SYSTEMS
Sec. 6.15 Page 40
Rev. 11/01/00 #5
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CREW ALERTNESS MONITOR
The FMC continuously monitors the activation of switches on the mode
control panel, EFIS control panel, display select panel, CDUs, and VHF/HF
push-to-talk (ptt) switches. When a predefined time elapses after the last
control activation, the EICAS advisory message pilot response is generated.
The pilot response message can be cleared by pushing any control on any of
the monitored systems or panels. If there is still no response after a short
time, the EICAS caution message pilot response is displayed. If there is still
no response, the warning message pilot response is displayed. Any control
activation on the MCP, EFIS control panel, display select panel, CDUs, or
VHF/HF transmitters resets the pilot response message. The pilot response
message is inhibited at all altitudes below 20,000 feet while the aircraft is in
a climb and the flaps are not up.
Tail Strike Indication
The tail strike indication system detects ground contact which could damage
the aircraft pressure hull. The system consists of a two inch blade target and
two proximity sensors, and is installed on the aft body of the aircraft. The
EICAS caution message tail strike is displayed.
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WARN SYSTEMS
Sec. 6.15 Page 41
Rev. 11/01/00 #5
CONTROLS AND INDICATORS
ENGINE INDICATION AND CREW ALERTING SYSTEM (EICAS)
7772002
Primary Engine Indications
Displayed full time on the EICAS display.
(D EICAS Message Field
Eleven lines are available for system alerts, communications alerts, and
memo messages.
Additional pages are available.
® gear Position Indication
Appears automatically when the landing gear are not up and locked.
® flaps Position Indication
Appears automatically when the flaps are not retracted.
AIR SYSTEMS
INFORMATION
EICAS DISPLAY
WARN SYSTEMS
Sec. 6.15 Page 42 777
Rev. 11/01/00 #5 Continental Flight Manual
© Fuel Quantity Indications
Displays total fuel quantity and fuel temperature.
Displays individual tank quantities for non-normal conditions.
EICAS DISPLAY
© © ©
7772003
EICAS MESSAGES
(D Checklist Icon
Displayed (white):
• If a checklist exists for the indicated message
• Disappears when the checklist is complete.
® Warning Messages
Displayed (red) - The highest priority alert messages.
® Caution Messages
Displayed (amber) - The next highest priority alert messages after
warning messages.
WARN SYSTEMS
777 Sec. 6.15 Page 43
Flight Manual Continental Rev. n/oi/oo #5
® Advisory Messages
Displayed (amber):
• The lowest priority alert messages
• Indented one space.
© Communication Messages
Displayed (white):
• Indicates incoming communication messages
• Preceded by a white dot
• COMM low messages are indented one space.
© Memo Messages
Displayed (white) - A reminder of the current selected state of
controls/ systems.
© Page (PG) Number
In view:
• More than one page of alert or memo messages exists
• Indicates the number of the page selected.
® status Cue
Displayed when a new status message exists.
Removed when the status page is displayed.
© recall Indication
Displayed when the cancel/recall switch is pushed.
Remains displayed for one second after the switch is released.
WARN SYSTEMS
Sec. 6.15 Page 44 777
Rev. 11/01/00 #5 Continental Flight Manual
INTENTIONALLY LEFT BLANK
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WARN SYSTEMS
Sec. 6.15 Page 45
Rev. 11/01/00 #5
SYSTEM WARNINGS
PRIMARY FLIGHT DISPLAY (PFD)
7772004
TIME CRITICAL WARNINGS (PFD)
Time Critical Warnings
WINDSHEAR (red):
• A windshear condition is detected
• All other GPWS modes are inhibited.
PULL UP (red):
• The GPWS barometric descent rate is excessive, or
• The GPWS radio altitude decrease rate is excessive.
ENG FAIL (red) - the left or right engine has failed (between 65 knots
and slightly less than Vi).
WARN SYSTEMS
Sec. 6.15 Page 46
Rev. 11/01/00 #5
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CAUTION
GLARESHIELD PANEL
7772005
MASTER WARNING / CAUTION RESET SWITCHES AND LIGHTS
® Master warning/caution Reset Switch
Push-
• Extinguishes the master warning lights
• Extinguishes the master caution lights
• Silences most associated aural alerts (for exceptions, see Section
6.15, Master Warning/Caution Reset Switches and Lights).
© Master warning Light
Illuminated (red) - A time critical warning or warning condition exists.
(3) Master caution Light
Illuminated (amber) - A caution condition exists.
Takeoff Check Switch
TAKEOFF
CHECK
FORWARD AISLE STAND
7772015
CD TAKEOFF CHECK Switch
Push - Arms takeoff configuration warnings when on the ground and
thrust is not in takeoff range.
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WARN SYSTEMS
Sec. 6.15 Page 47
Rev. 11/01/00 #5
©-
®-
CD-
G/S
INHIBIT
FLAP GEAR
OVRD OVRD
PROX
G/S INHB
RETRACT
270 - .82M
LOCK
OVRD
_TERR_
OVRD
ALT
GEAR
NORM
LANDING GEAR PANEL
GROUND PROXIMITY WARNING SYSTEM (GPWS) CONTROLS
Ground Proximity flap Override Switch
Push (ovrd visible) - Inhibits the ground proximity "TOO LOW
FLAPS" caution.
© Ground Proximity (gnd prox) Glideslope (g/s) Inhibit Switch
Push - Inhibits the ground proximity glideslope caution when below
1,000 feet radio altitude.
® Ground Proximity Light
prox visible (amber) - A ground proximity caution exists.
® Ground Proximity gear Override Switch
Push (ovrd visible) -
• Inhibits the ground proximity "TOO LOW GEAR" caution
• Inhibits the landing configuration warning siren.
© Ground Proximity Terrain (terr) Override Switch
Push (ovrd visible) - Inhibits operation of look-ahead terrain alerts,
terrain clearance floor alert, and terrain display.
WARN SYSTEMS
Sec. 6.15 Page 48
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GPWS TERRAIN DISPLAY SELECT SWITCH
MINS BARO
GLARESHIELD
777201 OA
(D Terrain (terr) Display Select Switch
When selected:
• Displays terrain data in map, center map, expanded vor and
expanded app modes.
• Arms terrain data in pln, center vor and center app modes.
• Deselects the weather radar display regardless of the mode selector
position.
• Second push removes information.
©
El CAS
EVENT RCD
FORWARD AISLE STAND
7772007
EICAS EVENT RECORD SWITCH
® EICAS Event Record (event rod) Switch
Push - records up to five EICAS events into memory.
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WARN SYSTEMS
Sec. 6.15 Page 49
Rev. 11/01/00 #5
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS)
AFT AISLE STAND
TCAS CONTROLS (TRANSPONDER PANEL)
Transponder Mode Selector TCAS Controls
ta only - Allows the display of traffic advisory (TA) targets.
ta/ra - Allows the display of traffic advisory (TA) targets and resolution
advisory (RA) targets with resolution advisory aurals and PFD vertical
guidance pitch command and vertical speed command.
® TCAS Airspace Selector
Note : The left selector controls the left TCAS display; the right
selector controls the right TCAS display.
This selector controls the vertical display range of other traffic, and has
no effect on the detection and display of proximate traffic, TAs, or RAs.
abv - Altitude range is set to 7000 ft. above the aircraft, and 2700 ft.
below the aircraft.
N - Altitude range is set to 2700 ft. above the aircraft, and 2700 ft. below
the aircraft.
blw - Altitude range is set to 2700 ft. above the aircraft, and 7000 ft.
below the aircraft.
WARN SYSTEMS
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Absolute/Relative (abs/rel) Altitude Selector
Note : The left selector controls the left TCAS display; the right
selector controls the right TCAS display.
ABS (absolute) - Displays absolute altitude on the TCAS traffic display.
REL (relative) - Displays relative altitude (relative to own aircraft) on
the TCAS traffic display.
MINS
RADIO. BARO
BARO
IN HPA
FPV
MTRS
APP.
VOR L
OFF
ADF L
PLN
20 VOR R
640 OFF
ADF R
WXR
STA
WPT
ARPT
DATA
POS
TERR
GLARESHIELD
777201 0
(D tfc - TCAS Display Select Switch
When selected allows TCAS traffic to be displayed on the ND.
WARN SYSTEMS
777
Sec. 6.15 Page 51
Flight Manual
Continental
Rev. 11/01/00 #5
-05
ND
7772008
TCAS TRAFFIC DISPLAYS
(D Traffic Targets
Indicates the relative position of traffic targets.
A filled red square indicates a Resolution Advisory (RA).
A filled amber circle indicates a Traffic Advisory (TA).
A filled white diamond indicates proximate traffic.
An unfilled white diamond indicates other traffic.
The number represents the relative or absolute altitude of the traffic in
hundreds and thousands of feet; a missing number indicates the altitude
is unknown.
The arrow indicates whether the traffic is climbing or descending at a
rate of 500 feet per minute or greater; a missing arrow means the traffic
is flying relatively level.
Displayed only when TCAS is enabled.
WARN SYSTEMS
Sec. 6.15 Page 52 777
Rev. 11/01/00 #5 Continental Flight Manual
(D TCAS Mode Annunciations
tfc - TCAS is enabled.
ta only - all TAs and RAs are processed and displayed as TAs.
TCAS is:
• Turned on by selecting ta/ra or ta only on the transponder panel
• Enabled by pushing the EFIS control panel tfc switch
• Displayed in map, map ctr, app and vor modes.
® offscale Message
Indicates a TCAS RA or TA is beyond the selected map range.
Displayed only if TCAS is enabled.
(D traffic Alert Message
Displayed whenever a TCAS RA or TA is active.
Displayed whether TCAS traffic information is being displayed or not.
Displayed in all ND modes and ranges.
© TCAS No Bearing Messages
Expanded description of RAs and TAs with no associated bearing.
The message provides traffic type, range in NM, altitude and vertical
direction.
Displayed only when TCAS is enabled.
Ill
Flight Manual
Continental
WARN SYSTEMS
Sec. 6.15 Page 53
Rev. 11/01/01 #7
TCAS PITCH COMMANDS
CD Traffic Alert and Collision Avoidance System (TCAS) Pitch Command
(Red)
Note : For a single RA, only one of the TCAS pitch commands (above
or below) is visible at a time. For two or more RAs, two pitch
commands may be displayed.
The area inside the red pitch command lines indicates the pitch region to
avoid in order to resolve the traffic conflict. The center of the aircraft
symbol must be outside the TCAS pitch command area to ensure traffic
avoidance.
WARN SYSTEMS
Sec. 6.15 Page 54 777
Rev. 05/01/01 #6 Continental Flight Manual
1000
PFD
77720010
TCAS VERTICAL SPEED COMMANDS
TCAS Resolution Advisory Vertical Speed Command
The red bar indicates vertical speeds that must be avoided in order to
resolve a traffic conflict. In this example, a descending vertical speed of
1500 feet or more avoids the traffic.
(D Vertical Speed Pointer
Red - Vertical speed is inside the area of conflict.
White - Vertical speed is outside the area of conflict.
Ill
Flight Manual
Continental
WARN SYSTEMS
Sec. 6.15 Page 55
Rev. 05/01/01 #6
DISPLAY SELECT PANEL
L
INBD
LWR
CTR
R
INBD
ENG
STATW
ELEC HYD FUEL
AIR
DOOR GEAR FCTL
CANC/RCL
CHKL
COMm| J NAV |
o
GLARESHIELD
77720011
Status (stat) Display Switch
Push - Displays the status display on the selected MFD.
Subsequent pushes -
• Displays the next page of status messages when additional pages exist
• The lower center MFD blanks after the last page of status messages is
displayed
• The inboard MFDs return to the NAV display after the last page of
status messages is displayed.
WARN SYSTEMS
Sec. 6.15 Page 56 7 77
Rev. 05/01/01 #6 Continental Flight Manual
® Cancel/Recall (canc/rcl) Switch
Push (when there are EICAS caution or advisory messages displayed) -
• Displays the next page of EICAS messages when additional pages
exist
• Cancels caution and advisory messages when the last page is displayed
(warning, memo and communications messages remain).
Pushing this switch cancels the red box color of any engine parameter
exceedance box that remains after a red line exceeded parameter has
cleared.
Pushing this switch when there are no EICAS messages displayed:
• Displays the previously cancelled EICAS messages, if the condition(s)
still exist
• Displays the first page of messages when multiple pages exist
• Displays previously canceled red exceedance boxes.
Ill
Flight Manual
Continental
WARN SYSTEMS
Sec. 6.15 Page 57
Rev. 05/01/01 #6
L
HYDRAULIC
C
R
0.72 rf
3110
QTY
0.91
3100
0.90
PRESS
3050
APU
RPM 100.1
EGT 1160 c
OIL PRESS 30 PSI OIL TEMP 125 c OIL QTY 7.6
OXYGEN
CREW PRESS 1 950
AIR/OIL VALVE OPEN L
ENG AIR/OIL VALVE L
ALTN PITCH TRIM LEV
LAV-GALLEY FAN R
LOC ANTENNA C
PASSENGER ADDRESS
ELMS P210 CHANNEL
ENG FUEL FILTER R
F/D ZONE TEMP CTRL
MULTIFUNCTION DISPLAY
STATUS DISPLAY
® Status Display
Displays hydraulic, APU, and oxygen system indications and status
messages.
Status messages indicate conditions requiring MEL reference for dispatch.
A page number appears if additional pages of status messages exist.
ASCP PRIMARY CTRL R
BLEED FAMV R
PG 1
77720012
® Status Messages
WARN SYSTEMS
Sec. 6.15 Page 58 777
Rev. 05/01/01 #6 Continental Flight Manual
INTENTIONALLY LEFT BLANK
Ill
Flight Manual
Continental
WARN SYSTEMS
Sec. 6.15 Page 59
Rev. 11/01/00 #5
WARNING SYSTEMS EICAS MESSAGES
The following EICAS messages can be displayed.
Altitude Alert and GPWS
Message
Level
Aural
Condition
ALTITUDE ALERT
oauiion
Deeper
mi reran nas aeviaieu Trom ine
selected altitude.
ALTITUDE
CALLOUTS
A H\/i cfirw
/-\u vioui y
Altiti iHd folloi itc aro nn Innnor
MILILUUC OctllUULo die 1 IU IUI ILjcJI
provided.
GND PROX SYS
Advisory
Ground proximity alerts may not be
provided.
TERR POS
Advisory
Terrain position data has been lost.
TERR OVRD
Advisory
Ground proximity terrain override
switch is in OVRD. Look-ahead
terrain alerts and the terrain display
are not provided.
WINDSHEAR SYS
Advisory
Windshear alerts may not be
provided.
WARN SYSTEMS
Sec. 6.15 Page 60
Rev. 11/01/00 #5
Continental
111
Flight Manual
Configuration
Message
Level
Aural
Condition
CONFIG DOORS
Warning
Siren
A door is not closed, latched, and
locked when either engine's thrust is
in the takeoff range on the ground.
CONFIG FLAPS
Warning
Siren
Flaps are not in a takeoff position
when either engine's thrust is in the
takeoff range on the ground.
CONFIG GEAR
Warning
Siren
Any landing gear is not down and
locked when either thrust lever is
closed below 800 feet radio altitude
or when flaps are in a landing
position.
CONFIG GEAR
o i ccninu
Warning
Siren
Main gear steering is unlocked when
either engine's thrust is in the takeoff
range on the ground.
CONFIG PARKING
BnArxt
Warning
Siren
Parking brake is set when either
engine's thrust is in the takeoff range
on the ground.
CONFIG RUDDER
Warning
Siren
Rudder trim is not centered when
either engine's thrust is in the takeoff
range on the ground.
CONFIG SPOILERS
Warning
Siren
Speedbrake lever is not DOWN
when either engine's thrust is in the
takeoff range on the ground.
CONFIG
STABILIZER
Warning
Siren
Stabilizer is not within the greenband
when either engine's thrust is in the
takeoff range on the ground.
CONFIG WARNING
SYS
Advisory
A fault is detected in the
configuration warning system.
Ill
Flight Manual
Continental
WARN SYSTEMS
Sec. 6.15 Page 61
Rev. 11/01/00 #5
TCAS
Message
Level
Aural
Condition
TCAS
Advisory
TCAS has failed.
TCAS OFF
Advisory
TCAS is not operating.
TCAS RA CAPTAIN,
F/O
Advisory
TCAS cannot display RA guidance
on the affected PFD.
Miscellaneous
Message
Level
Aural
Condition
OVERSPEED
Warning
Siren
Airspeed has exceeded Vmo/Mmo.
TAIL STRIKE
Caution
Beeper
A tail strike has been detected.
AIRSPEED LOW
Caution
Beeper
Airspeed is below minimum
maneuvering speed.
PILOT RESPONSE
Advisory
Predefined time elapsed since pilot
activation of switches on the MCP,
DSP, CDU, EFIS, control panel, and
VHF/HF PTT.
PILOT RESPONSE
Caution
Beeper
No response after a short time since
PILOT RESPONSE Advisory.
PILOT RESPONSE
Warning
Siren
No response after a short time since
PILOT RESPONSE Caution.
WARN SYSTEMS
Sec. 6.15 Page 62 777
Rev. 11/01/00 #5 Continental Flight Manual
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Flight Manual
Continental
WARN SYSTEMS
Sec. 6.15 LEP-1
Rev. 05/01/02 #8
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FLT MGT NAV
Sec. 6.11 LEP-3
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FLT CONTROLS
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FIRE PROTECTION
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ENGINES & APU
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AUTO FLIGHT
Sec. 6.4 LEP-2 777
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ANTI-ICE & RAIN
Sec. 6.3 LEP-2 777
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AIR SYSTEMS
777 Sec. 6.2 TOC-1
Flight Manual Continental Rev. 11/01/02 #9
AIR SYSTEMS
TABLE OF CONTENTS
AIR SYSTEMS DESCRIPTION 1
AIR CONDITIONING SYSTEM 1
Introduction 1
Air Conditioning Packs 1
Air Distribution 2
Temperature Control 3
Shoulder And Foot Heaters 4
Lavatory And Galley Ventilation 4
Cargo Temperature Control System 4
PRESSURIZATION SYSTEM 11
Introduction 11
Automatic Operation 1 1
Manual Operation 12
Operation With Loss Of Cabin Pressurization 12
BLEED AIR SYSTEM 13
Introduction 13
Engine Bleed Air Supply 13
APU Bleed Air Supply 14
Ground Bleed Air Supply 14
Bleed Air Duct System 14
Duct Leak And Overheat Detection System 14
CONTROLS AND INDICATORS 17
AIR CONDITIONING SYSTEM 17
Air Conditioning Panel 17
Shoulder and Foot Heaters 20
Cargo Temperature Control 21
PRESSURIZATION SYSTEM 23
Pressurization Panel 23
Pressurization System Indications 24
BLEED AIR SYSTEM 27
AIR SYNOPTIC DISPLAY 29
Air Systems EICAS Messages 31
AIR SYSTEMS
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AIR SYSTEMS
Sec. 6.2 Page 1
Rev. 11/01/00 #5
AIR SYSTEMS DESCRIPTION
AIR CONDITIONING SYSTEM
Introduction
The air conditioning system supplies conditioned bleed air and recirculated
cabin air at a controlled temperature throughout the airplane.
The system supplies conditioned air to the flight deck shoulder heaters.
The system supplies ventilation for the passenger cabin lavatories and
galleys, and for the flight deck crew rest compartment.
Pack control, zone temperature control, cabin air recirculation, fault
detection, and overheat protection are all automatic. Backup system control
modes operate automatically in the event of system failures.
The airplane is divided into seven temperature zones: The flight deck and
six passenger cabin zones.
Air Conditioning Packs
Two identical air conditioning packs cool bleed air from the engines, APU,
or high pressure air from a ground source. Bleed air is pre-cooled before
entering the pack. The packs are controlled by two identical pack
controllers. If a controller fails, pack control switches automatically to the
other controller. Pack output is automatically increased during high pack
demand periods (to compensate for a failed pack or recirculation fan), or
limited during high bleed air demand periods (such as for gear retraction
during takeoff).
Pack Ground Operation
Both air conditioning packs are normally selected to auto for ground
operations. Single pack operation is not recommended as a normal
procedure. Single pack operation does not reduce APU fuel consumption.
Single pack operation also causes higher flight line noise levels.
When a source of conditioned air is available, it may be used to supply
conditioned air directly to the cabin distribution system, eliminating the need
for pack operation.
AIR SYSTEMS
Sec. 6.2 Page 2
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Pack Non-Normal Operation
Pack control, fault detection, and overheat protection are all automatic.
When an overheat or other significant pack fault is detected, the pack
automatically shuts down. The EICAS advisory message pack (L, R) is
displayed. An attempt to restore pack operation may be made by pressing the
AIR CONDITIONING RESET Switch.
Standby Cooling Mode
For certain internal malfunctions, a pack automatically enters the standby
cooling mode. In the standby cooling mode, the pack automatically shuts
down at lower altitudes and higher outside air temperatures when ambient
conditions do not permit standby cooling. The pack automatically restarts
when altitude and outside air temperatures are suitable for the standby
cooling mode.
During standby cooling mode operation, the EICAS advisory message pack
mode (L, R) is displayed, and stby cooling is displayed in amber on the Air
Synoptic. If both packs are in standby cooling mode, or if one pack is
inoperative and the other pack is in standby cooling mode, then the packs
operate continuously, regardless of altitude or outside air temperature, to
maintain cabin pressurization. Decreased pack cooling capacity may result
in warm flight deck or cabin temperatures at lower altitudes.
Operation With Complete Loss Of Cabin Temperature Controllers
With dual cabin temperature controller failures, or with a loss of all engine
and APU electrical power, the air supply and cabin pressurization controllers
control the pack flow control valves. The pack flow rate is modulated to keep
pack outlet temperature between 40° and 1 10°F. All flight deck temperature
controls are disabled except the pack switches.
Air Distribution
Hot trim air from the bleed air system is added to the pack conditioned air to
control the temperature in each zone. Each trim air system supplies three
zone supply ducts, with the left trim air system also supplying the flight deck.
Recirculation fans add to cabin ventilation, permitting the packs to be
operated at reduced flow. The flight deck receives 100% fresh conditioned
air from the left pack only, and is maintained at a slightly higher pressure
than the passenger cabin. This prevents smoke from entering the flight deck.
AIR SYSTEMS
777 Sec. 6.2 Page 3
Flight Manual Continental Rev. n/oi/oo #5
Air moves from the passenger cabin to the lower deck, where it is either
exhausted overboard through outflow valves or drawn into the lower
recirculation system. Air from the lower recirculation fans is mixed with
pack air before entering the supply ducts. Air from the upper recirculation
fans feeds into the supply ducts directly. The recirculation fans can be turned
off for several minutes to provide a more rapid exchange of air.
Selecting one or more RECIRCULATION FAN switches OFF displays the EICAS
memo message recirc fans off. Approximately one percent fuel
consumption increase occurs for each fan switch turned OFF.
Temperature Control
The cabin temperature controllers regulate the temperature by controlling the
addition of hot trim air to the seven zone supply ducts through the trim air
valves.
The cabin temperature controllers automatically compensate for temperature
changes as cabin air humidity and passenger activity decrease during a flight.
The target temperatures are increased slowly for a period of time during
cruise so the flight crew does not have to manually increase the master
temperature. Temperature is decreased slowly during descent until all
automatically added corrections are removed.
The flight crew can set the master passenger cabin temperature control
reference to between 65° and 85°F using the CABIN TEMPERATURE control.
The flight attendants can use the cabin management system to further adjust
the temperature in any passenger cabin zone (+/-10°F, within the limits of
65° to 85°F). The temperature of the zone requiring the coolest temperature
controls the pack outlet temperature. With the loss of inputs from the flight
deck or cabin temperature controls, the packs maintain a cabin temperature
of75°F.
The flight deck temperature selector sets the flight deck temperature to
between 65° and 85°F. The flight deck temperature can be controlled
manually by setting the flight deck temperature selector to the manual mode.
Crew Rest Area Temperature Control
Crew rest area temperature can be controlled manually by the heater controls
in the compartment.
AIR SYSTEMS
Sec. 6.2 Page 4
Rev. 11/01/00 #5
Continental
111
Flight Manual
Temperature Control With Loss Of Trim Air System
During operation with a left or right trim air system off, the cabin
temperature controllers attempt to maintain all zones at the average target
temperature. Setting a cooler or warmer master cabin temperature using the
cabin temperature control may assist in achieving a cooler or warmer flight
deck temperature as desired.
Shoulder And Foot Heaters
Flight crew shoulder heat is provided by electric elements in the side window
air diffusers. The foot heaters have electric heating elements only, with no
airflow. Both are available in flight only.
Lavatory And Galley Ventilation
Two ventilation fans, a primary and a backup, draw air from the galleys and
lavatories. The fans operate automatically. If the primary fan fails, the
backup fan automatically operates.
Conditioned air is provided to the galleys from the air distribution system.
Cargo Temperature Control System
Cargo Heat System
The aft and bulk cargo compartments each have independent bleed air
heating systems. An insulated curtain separates the two compartments.
With the cargo temperature selector set to LOW or HIGH, the associated
cargo heat shutoff valve opens and the temperature control valve (located
downstream) opens and closes depending on the temperature in the
compartment. The lavatory/galley vent fans draw air across temperature
sensors in each compartment. If both vent fans fail, cargo heat fails.
With the cargo temperature selector set to low and TAT less than 45°F, the
respective temperature control valve opens. The compartment temperature is
maintained between 40° and 50°F.
With the cargo temperature selector set to high and TAT less than 70°F, the
respective temperature control valve opens. The compartment temperature is
maintained between 65° and 75°F.
AIR SYSTEMS
777 Sec. 6.2 Page 5
Flight Manual Continental Rev. n/oi/oo #5
Selecting the high setting on the bulk cargo temperature selector turns on
the bulk ventilation fan, which is provided for animal carriage. The system
has automatic overheat protection. When an automatic overheat shutdown
occurs, cargo heat to the related compartment cannot be restored in flight.
The EICAS advisory message cargo heat (aft or bulk) notifies the flight
crew if a shutdown occurs or if a selector is off.
The forward cargo compartment is heated by warm air from the forward
equipment ventilation system.
AIR SYSTEMS
Sec. 6.2 Page 6
Rev. 11/01/00 #5
Continental
111
Flight Manual
L PACK I
DUCT PRESS
WAI
EAI
L ISLN C ISLN R
-e-
AIRC-Ui
HYD ^J - !
dD-r-e-
Lj^AIR C2
HYD
APU
L ENG
START
<\Pl<] — 1
START
R PACK
DUCT PRESS
[28]
WAI
EAI
@3>
START R ENG
F/D - flight deck
ISLN - isolation valve
WAI - wing anti-ice valve
EAI - engine anti-ice valve
AIR CONDITIONING SYSTEM SCHEMATIC
Ill
Flight Manual
Continental
AIR SYSTEMS
Sec. 6.2 Page 7
Rev. 11/01/00 #5
Air Conditioning Panel
] ARINC
LEFT CABIN
TEMPERATURE
CONTROLLER
RIGHT CABIN
TEMPERATURE
CONTROLLER
Flight
Deck
Zone
Passenger Cabin Zones
k 99
99
99
99
99
99
99*
F/D
A
B
C
D
E
F
Zone Air
Temperature
Sensors
Zone Duct
I^Temperature
Trim Air Pressure
Regulating and
Shutoff Valve
Pneumatic
System
Flow Control
and Shutoff
Valves
Lower Flow Control
Recirculation and Shutoff
Fans Valves
AIR CONDITIONING SYSTEM - AIR DISTRIBUTION
7777010
AIR SYSTEMS
Sec. 6.2 Page 8
Rev. 11/01/00 #5
Continental
111
Flight Manual
Forward Equipment Cooling
Forward equipment cooling supplies cooling air to the equipment in the
lower forward pressurized section and the flight deck (display units and
panels). The system has two supply fans. One fan operates at a time. The
other fan automatically comes on if the operating fan fails.
The operating equipment cooling supply fan draws cooling air from around
the forward cargo compartment and forces it through the equipment racks
and flight deck equipment.
If the forward equipment cooling system is inoperative, the EICAS advisory
message equip cooling is displayed and the ground crew call horn in the
wheel well is activated. The equip cooling message can only display on the
ground.
Forward Equipment Ventilation
A vent fan provides forward equipment ventilation. This fan extracts hot air,
created as a result of normal equipment cooling operations, from the E&E
bay and the flight deck overhead panels. This air is then discharged into the
forward cargo compartment. If on the ground and the forward cargo
compartment does not require additional heat (TAT above 55°F) the air is
discharged overboard through the forward outflow valve.
Aft Equipment Cooling
Aft equipment cooling is part of the lavatory and galley ventilation system.
It provides draw-through cooling and ventilation for:
• The aft equipment racks and passenger cabin overhead equipment racks
• Passenger cabin videotape and computer equipment
• The lavatories and galleys.
The system has two lavatory/galley vent fans. One fan operates at a time.
The other fan automatically comes on if the operating fan fails. The air is
discharged through the aft outflow valve.
AIR SYSTEMS
777 Sec. 6.2 Page 9
Flight Manual Continental Rev. 05/01/01 #6
FORWARD EQUIPMENT COOLING SYSTEM
7777011
Lavatories
Lavatory and Galley
Ventilation Fans
AFT EQUIPMENT COOLING SYSTEM
7777012
AIR SYSTEMS
Sec. 6.2 Page 10
Rev. 11/01/00 #5
Continental
111
Flight Manual
Smoke Evacuation
In flight, smoke evacuation of the flight deck and equipment cooling of the
lower forward pressurized section is provided by the equipment cooling
system override mode. This alternate mode is selected automatically:
• If smoke is detected in the forward cargo compartment
• If smoke is detected in the equipment cooling or equipment ventilation
ducts
• Both supply fans fail in the forward equipment cooling system
• Low flow is detected in flight, or
• Manually commanded by the equipment cooling switch.
All supply and vent fans turn off, the smoke/override valve opens, and cabin
pressure differential is used to reverse the airflow and pull the smoke through
the system and equipment and discharge it overboard. The override mode
supplies adequate cooling while the airplane is in cruise, but the airflow
decreases as the airplane descends due to the decrease in cabin pressure
differential.
AIR SYSTEMS
777 Sec. 6.2 Page 11
Flight Manual Continental Rev. n/oi/oo #5
PRESSURIZATION SYSTEM
Introduction
Cabin pressurization is controlled by adjusting the discharge of conditioned
cabin air through the outflow valves.
Two outflow valves are installed: forward and aft. Normally, most of the
outflow is through the aft outflow valve. This improves ventilation and
smoke removal. The valves are identical and during normal operations,
either is capable of full airflow and pressurization control. However, if either
valve fails full open loss of pressurization control will occur.
Two positive pressure relief valves and four negative pressure relief doors
protect the fuselage against excessive pressure differential.
The pressurization system has automatic and manual operating modes.
Automatic Operation
The pressurization system is in the automatic mode when the outflow valve
switches are set to auto.
In the automatic mode, the pressurization system uses ambient pressure from
the air data inertial reference system in conjunction with flight plan data
from the flight management computer (FMC) to calculate the cabin
pressurization schedule. This provides a comfortable cabin climb to cruise
altitude.
For takeoff, the system supplies a small positive pressurization to cause a
smooth cabin altitude transition. During climb, cabin altitude increases on a
schedule related to the airplane climb rate and flight plan cruise altitude.
When maximum cabin differential pressure is reached, cabin climb rate
becomes a function of airplane climb rate, while maintaining the maximum
differential pressure. This results in a cabin altitude of 8,000 feet at the
maximum certified operating altitude.
When the vertical path has a planned level segment as a part of the selected
departure, it is included in the total time required for the airplane to reach
the top of climb. The cabin climb rate is adjusted and continues to increase
cabin altitude during the level segment.
During descent, cabin altitude decreases to slightly below the FMC planned
landing altitude. This ensures that the airplane lands pressurized. Landing
altitude barometric pressure correction comes from the captain's altimeter
setting.
At touchdown, both outflow valves open to depressurize the cabin.
AIR SYSTEMS
Sec. 6.2 Page 12 777
Rev. n/oi/02 #9 Continental Flight Manual
For high altitude takeoffs, if the takeoff field elevation is higher than 8,000 feet,
the cabin descends to the target altitude while the airplane is climbing.
For high altitude landings, if the destination airport elevation is greater than
8,000 feet, the cabin altitude climbs to 8,000 feet after takeoff and remains there
during cruise. The cabin altitude will then start climbing to the destination
airport elevation when appropriate.
Manual Operation
The pressurization system is in the manual mode when the outflow valve
switches are set to man.
The system is manually operated by:
Setting the outflow valve switches to man
• Holding the related outflow valve manual switch to open or close.
Outflow valve position is displayed on the EICAS display. If the outflow valve
position is not available on EICAS, holding the respective outflow valve
manual switch in the desired position for 30 seconds will move the valve from
full open or close to the selected position.
Landing altitude (normally provided by the FMC) can be manually set using the
landing altitude selector. Landing field selection limits are 2,000 feet below
sea level to 14,000 feet above sea level. Pulling the selector out to the detent
removes the FMC landing altitude and displays pressurization system
indications on the EICAS display. The knob is rotated clockwise to increase or
counterclockwise to decrease the landing altitude setting. Two rates of increase
or decrease, low and high, are available in each direction from the spring-loaded
center position.
Operation With Loss Of Cabin Pressurization
With a sudden loss of cabin pressurization, the outflow valves will close
immediately in an attempt to control the cabin pressure. After descent, when the
aircraft and cabin altitudes are approximately equal, the outflow valves open to
protect the aircraft against negative pressure differentials.
It is important that the flight crew not attempt to manually close the outflow
valves during the descent.
Ill
Flight Manual
Continental
AIR SYSTEMS
Sec. 6.2 Page 13
Rev. 11/01/00 #5
BLEED AIR SYSTEM
Introduction
Bleed air can be supplied by the engines, APU, or a ground air source.
Bleed air is used for:
• Air conditioning • Air driven hydraulic pumps
• Pressurization • Hydraulic reservoir pressurization
• Wing and engine anti-ice • Potable water tank pressurization
• APU and engine start • TAT probe aspiration.
• Aft cargo heat
Engine Bleed Air Supply
Engine bleed air comes from either the high stage or the low stage engine
sections. Low stage air is used during high power setting operations. High
stage air is used during descent and other low power setting operations.
The engine bleed air valves are armed when the engine bleed switches are
selected ON. The valves are pressure actuated and remain closed until engine
bleed air pressure is sufficient to cause forward flow. The engine bleed
valves close automatically:
• During start • For a bleed air duct leak
For bleed source loss
For bleed air overtemperature
• For bleed source loss • When an engine fire switch is
pulled
^ , , , . • When a ground cart is supplying
For bleed air overpressure
* air.
AIR SYSTEMS
Sec. 6.2 Page 14
Rev. 11/01/00 #5
Continental
111
Flight Manual
APU Bleed Air Supply
APU bleed air is used primarily during ground operations for air
conditioning pack operation and engine starting. In flight, APU bleed air is
available below approximately 22,000 feet.
The check valve in the APU supply line prevents reverse flow of bleed air
from the duct into the APU.
Ground Bleed Air Supply
External connectors are provided to connect a ground source of high pressure
air directly to the bleed air duct.
Check valves prevent reverse flow of bleed air from the bleed air duct to the
connectors.
Bleed Air Duct System
The left, center, and right isolation valves separate the bleed air duct into
isolated segments. The automatic system operates with the left and right
isolation valves normally open. The center isolation valve is normally
closed, except for engine start or single bleed source operation.
Duct Leak And Overheat Detection System
If a duct leak is detected, the system automatically isolates the leak. The
EICAS caution message bleed leak is displayed. The isolation process may
require one, two, or three automatic steps. During the isolation process, the
engine and/or apu bleed switch OFF lights and the isolation switch closed
lights illuminate and extinguish as the valves close and open.
When the temperature in the affected duct area cools, the bleed leak EICAS
message is removed. The valves isolating the leak remain closed and the
appropriate bleed loss EICAS message is displayed. The switch off or
closed lights show which valves remain closed to isolate the affected duct
area.
Ill
Flight Manual
Continental
AIR SYSTEMS
Sec. 6.2 Page 15
Rev. 11/01/02 #9
L ENG START
APU
START RENG
*Displayed when connected
F/D - flight deck WAI - wing anti-ice valve
ISLN - isolation valve EAI - engine anti-ice valve
BLEED AIR SYSTEM SCHEMATIC
AIR SYSTEMS
Sec. 6.2 Page 16 777
Rev. 11/01/00 #5 Continental Flight Manual
INTENTIONALLY LEFT BLANK
Ill
Flight Manual
Continental
AIR SYSTEMS
Sec. 6.2 Page 17
Rev. 11/01/00 #5
CONTROLS AND INDICATORS
AIR CONDITIONING SYSTEM
Air Conditioning Panel
d>
©-
EQUIP
COOLING
AUTO
OVRD
AIR CONDITIONING
RECIRC FANS
UPPER LOWER
ON
ON
CABIN
TEMP
C MAN W
L PACK
R PACK
AUTO
OFF
L TRIM AIR R
ON
ON
FAULT
FAULT
AUTO
OFF
OVERHEAD PANEL
7777004
Equipment Cooling (equip cooling) Switch
auto - Equipment cooling mode is controlled automatically.
Off (auto not visible) -
• Both equipment cooling supply fans are not operating
• The smoke/override valve is open
• The forward cargo heat valve is closed, and
• ovrd illuminates.
o
AIR SYSTEMS
Sec. 6.2 Page 18 777
Rev. 11/01/00 #5 Continental Flight Manual
OVRD (override) illuminated (amber) - smoke/ovrd mode is operating
because:
• Off is selected manually
• Both equipment cooling supply fans fail, or
• The smoke/override mode is automatically selected by the smoke
detection system.
® Flight Deck Temperature (flt deck temp) Control
AUTO -
• Provides automatic temperature control for the flight deck
• Turning the control toward C or W sets the desired temperature
between 65°F and 85°F. Mid position (12 o'clock) sets
approximately 75°F.
man (manual) -
• Provides manual control of the flight deck trim air modulating valve
• Turning the control from the man position to the C detent drives the
flight deck trim air modulating valve toward closed to provide
cooler air
• Turning the control from the man position to the w detent drives the
flight deck trim air modulating valve toward open to provide
warmer air.
® pack Switches
auto - The pack is automatically controlled.
off (auto not visible) - The pack flow control valves are commanded
closed.
off illuminated (amber) - The pack flow control valves are commanded
closed:
• Automatically during engine start
• Automatically due to a pack or compressor outlet high temperature,
both flow control valves failed closed, no pneumatic air, or
• off is manually selected.
Ill
Flight Manual
Continental
AIR SYSTEMS
Sec. 6.2 Page 19
Rev. 11/01/00 #5
w trim air Switches
ON - The trim air valve is commanded open.
Off (on not visible) -
• The trim air valve is commanded closed, and
• fault illuminates.
fault illuminated (amber) -
• The trim air valve is failed closed
• The trim air valve is commanded closed because of a zone supply
duct overheat, or
• The trim air switch is selected off.
© Air Conditioning Reset (air cond reset) Switch
Push -
• Resets any closed pack flow control valves or trim air valves held
closed due to overheat, control failure, or valve failure
• Attempts to reset a failed recirculation fan
• Resets fault protection.
® Cabin Temperature (cabin temp) Control
Provides automatic passenger cabin temperature control.
Turning the control toward c or w sets the passenger cabin master
reference temperature between 65 degrees F and 85 degrees F.
Recirculation Fans (recirc fans) Switches
ON - Provides automatic operation of the associated recirculation fans.
Off (on not visible) - The selected recirculation fans do not operate.
AIR SYSTEMS
Sec. 6.2 Page 20
Rev. 11/01/00 #5
Continental
111
Flight Manual
Shoulder and Foot Heaters
HEATERS
SHOULDER FOOT
LOW
SIDEWALL PANEL
7777003
® shoulder heater Control
OFF - the electric heater is not operating (no heat added to the
conditioned air flowing at shoulder level).
Turn - the electric heater adds heat to the conditioned air flowing in at
shoulder level at variable temperature settings up to high.
® foot heater Selector
off - The under-floor electric heater is not operating.
low - The under-floor electric heater operates on low setting.
high - The under-floor electric heater operates on high setting.
AIR SYSTEMS
777
Sec. 6.2 Page 21
Flight Manual
Continental
Rev. 11/01/00 #5
Cargo Temperature Control
CARGO TEMP SELECT
AFT
LOW
BULK
LOW
OFF
HIGH
OFF
HIGH
OVERHEAD MAINTENANCE PANEL
7777005
® CARGO temperature Selectors
off - Shuts off bleed air to the compartment.
low - The compartment temperature is automatically kept at low
temperature (approximately 45 °F).
high - The compartment temperature is automatically kept at high
temperature (approximately 70°F). For the bulk compartment only, the
bulk compartment ventilation fan operates continuously.
AIR SYSTEMS
Sec. 6.2 Page 22 777
Rev. 11/01/00 #5 Continental Flight Manual
INTENTIONALLY LEFT BLANK
Ill
Flight Manual
Continental
AIR SYSTEMS
Sec. 6.2 Page 23
Rev. 11/01/00 #5
PRESSURIZATION SYSTEM
Pressurization Panel
PRESSURIZATION
OUTFLOW
FWD - VALVE -
AUTO
MAN
AUTO
MAN
OPEN
OPEN
MANUAL
CLOSE
CLOSE
MAX AP.11 PSI
TAKEOFF & LDG
LDG ALT
DECR f 0 jI NCR
PULL ON
OVERHEAD PANEL
7777006
® outflow valve Switches
auto - Outflow valve position is automatically controlled.
Manual (auto not visible) -
• Outflow valve position is controlled by the outflow valve manual
switch
• man illuminates
• Outflow valve position is displayed on EICAS (an amber M is
displayed on the outflow valve position indicator on EICAS).
man (manual) illuminated (amber) - Outflow valve position is controlled
by the associated outflow valve manual switch.
AIR SYSTEMS
Sec. 6.2 Page 24
Rev. 11/01/00 #5
Continental
111
Flight Manual
outflow valve manual Switches
Spring-loaded to center.
Controls outflow valve position when man is illuminated in the outflow
valve switch.
open - Moves the outflow valve toward open.
close - Moves the outflow valve toward closed.
® Landing Altitude (ldg alt) Selector
Pull ON, then turn -
• Overrides FMS landing altitude inputs to the cabin altitude
controllers
• Landing altitude must be set manually
• Landing altitude is displayed on the lower portion of the EICAS
display (followed by man)
• Landing altitude display changes in 100 foot increments at the first
detent, 500 foot increments at the second detent.
Push -
• Landing altitude is automatically input to the cabin altitude
controllers from the FMC
• Landing altitude is displayed on the lower portion of the EICAS
display (followed by auto).
Pressurization System Indications
Pressurization system indications are displayed automatically when:
• The landing altitude selector is pulled on
• An outflow valve switch is selected to man
• Cabin altitude is above normal range (amber)
• EICAS cabin altitude message is displayed (red)
• Cabin differential pressure is above normal range (amber)
• Cabin differential pressure is excessive (red)
• Duct pressure is below normal range (amber) with the respective engine
running
Ill
Flight Manual
Continental
AIR SYSTEMS
Sec. 6.2 Page 25
Rev. 11/01/00 #5
• The AIR synoptic is displayed on any MFD
• The following EICAS messages are displayed:
CABIN ALTITUDE AUTO
• LANDING ALTITUDE
• OUTFLOW VALVE FWD
• OUTFLOW VALVE AFT.
7777007
Duct Pressures
• Pounds per square inch (PSI).
• Normal operating range (white).
• Below normal range (amber).
® Cabin Altitude
• Feet.
• Normal operating range (white).
• Above normal range (amber).
• With EICAS cabin altitude message displayed (red).
AIR SYSTEMS
Sec. 6.2 Page 26
Rev. 11/01/00 #5 Continental
@ Cabin Altitude Rate
• Feet per minute.
• Plus (+) - rate of climb of cabin altitude.
• Minus (-) - rate of descent of cabin altitude.
® Outflow Valve Manual Indication
• M (manual) (amber) - manual control.
• Blank - automatic control.
© Outflow Valve Position Indications
• op - open.
• ci_ - closed.
® Cabin Differential Pressure
• Pounds per square inch (PSI).
• Normal operating range (white).
• Above normal range (amber).
• Excessive differential pressure (red).
® Landing Altitude Mode
• auto (automatic) (white) - altitude is automatically supplied by the
FMC.
• man (manual) (amber) - altitude is manually selected using the
landing altitude selector.
® Landing Altitude
• Feet.
• Landing altitude supplied by the FMC or manually selected using
the landing altitude selector.
• Blank - display is blank without valid FMC landing altitude.
777
Flight Manual
Ill
Flight Manual
Continental
AIR SYSTEMS
Sec. 6.2 Page 27
Rev. 11/01/00 #5
BLEED AIR SYSTEM
O-
WAK
BLEED AIR
ISLN C ISLN
AUTO
CLOSED
AUTO
CLOSED
LENG
ON
OFF
APU
AUTO
OFF
AUTO
CLOSED
R ENG
> WAI
ON
OFF
OVERHEAD PANEL
Bleed Isolation (isln) Switches
auto - The bleed isolation valve is automatically controlled.
Off (auto not visible) - Manually commands the respective bleed
isolation valve to close.
closed illuminated (amber) -
• The isolation valve is closed due to a duct leak or bleed loss
• The valve is closed because the switch is selected to off, or
• The valve fails closed.
APU Bleed Switch
auto - The APU bleed air valve is automatically controlled.
OFF (auto not visible) - The valve is commanded closed.
off illuminated (amber) - The APU bleed air valve is closed:
• Automatically due to a duct leak
• Because the switch is selected off
• Due to the valve failing closed
• Because the APU fire switch is pulled out.
AIR SYSTEMS
Sec. 6.2 Page 28 777
Rev. 11/01/00 #5 Continental Flight Manual
® Engine (eng) Bleed Switches
ON - The engine bleed valves open when engine bleed air is available.
OFF (on not visible) - Valve is manually commanded closed.
OFF illuminated (amber) - The engine bleed valves are closed:
• Automatically due to a protective bleed shut down or duct leak
• Because the switch is selected off
• Because the engine is not running, or
• Because the engine fire switch is pulled out.
Ill
Flight Manual
Continental
AIR SYSTEMS
Sec. 6.2 Page 29
Rev. 11/01/02 #9
AIR SYNOPTIC DISPLAY
The air systems synoptic is displayed by pushing the AIR synoptic display
switch on the display select panel. Display select panel operation is described
in Section 6.10, Flight Instruments, Displays.
68 69 I I 68 69 I 68 69 I 68 69 1 68 69 I 68 69 I 68 69 I
MASTER | 69 F
B . C —
[45
AFT-
44
— BULI
45 44
44 I
DU CT PR ESS
WAI
<KD"
EAI
L ENG START
. TRIM
AIR
L ISLN C ISLN R
($ CD
-e-
AiRci
HYD
AIRC2
HYD
START
R PACK
DU CT PR ESS
WAI
START RENG
APU
EAI
*Displayed when connected
F/D - flight deck WAI - wing anti-ice valve
ISLN - isolation valve EAI - engine anti-ice valve
MULTIFUNCTION DISPLAY
7777009
Selected Temperatures (magenta)
Selected by the flt deck temp and the cabin temp controls.
® Actual Temperatures (white)
Actual temperature sensed on the flight deck or the passenger zone.
AIR SYSTEMS
Sec. 6.2 Page 30 777
Rev. 11/01/00 #5 Continental Flight Manual
INTENTIONALLY LEFT BLANK
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Flight Manual
Continental
AIR SYSTEMS
Sec. 6.2 Page 31
Rev. 11/01/00 #5
Air Systems EICAS Messages
The following EICAS messages can be displayed.
Message
Level
Aural
Condition
BLEED ISLN
CLOSED C, L, R
Advisory
Isolation valve remains closed when
commanded open or bleed isolation
switch is OFF.
BLEED ISLN OPEN
C, L,R
Advisory
Isolation valve remains open when
commanded closed.
BLEED LEAK BODY
Caution
Beeper
High temperature bleed air leak is
detected in the body area.
BLEED LEAK L, R
Caution
Beeper
High temperature bleed air leak is
detected in the wing or pack bay
area.
BLEED LEAK
STRUT L, R
Caution
Beeper
High temperature bleed air leak is
detected in the strut area.
BLEED LOSS BODY
Advisory
Bleed air from the left and right body
ducts is no longer available.
BLEED LOSS BODY
L, R
Advisory
Bleed air from the body duct is no
longer available.
BLEED LOSS WING
L,R
Advisory
Bleed air from the wing duct is no
longer available.
BLEED OFF APU
Advisory
APU bleed valve is closed for a
system fault or APU bleed switch is
OFF.
BLEED OFF ENG L,
R
Advisory
Engine bleed valve is closed for a
system fault or engine bleed switch
is OFF.
CABIN ALTITUDE
Warning
Siren
Cabin altitude is excessive.
CABIN ALTITUDE
AUTO
Caution
Beeper
Automatic pressurization control has
failed or both outflow valve switches
are in manual.
AIR SYSTEMS
Sec. 6.2 Page 32
Rev. 11/01/00 #5
Continental
111
Flight Manual
Message
Level
Aural
Condition
CARGO HEAT AFT,
BULK
Advisory
Cargo heat is inoperative or cargo
temperature selector is off.
EQUIP COOLING
Advisory
Forward equipment cooling is
inoperative.
EQUIP COOLING
OVRD
Advisory
Equipment cooling system is in
override mode.
LANDING ALTITUDE
Advisory
FMC has failed to provide a landing
altitnrlp nr lanrlinn altiturlp ^plprtnr
pulled.
m itfi nw \/ai \/f
UU 1 rLUVV VALVt
AFT, FWD
Arlvi^nrv
Antnmptir' rnntrnl ha^ failprl nr
nU LUI 1 ICILIL/ \-/ \J \ 1 LI \J 1 1 1 CIO 1 ullCU \J \
outflow valve switch is in man.
PACK L, R
Advisory
Pack is shut down.
PACK MODE L, R
Advisory
Pack is operating in standby mode.
RECIRC FANS OFF
Memo
One or both recirculation fan
switches are in the off position.
TRIM AIR L, R
Advisory
Trim air is shut off.
Ill
Flight Manual
Continental
AIR SYSTEMS
Sec. 6.2 LEP-1
Rev. 11/01/02 #9
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DATE
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PAGE
DATE
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AIR SYSTEMS
Sec. 6.2 LEP-2 777
Rev. 11/01/02 #9 Continental Flight Manual
INTENTIONALLY LEFT BLANK
AIRPLANE GENERAL
Sec. 6.1 LEP-2 777
Rev. 11/01/02 #9 Continental Flight Manual
INTENTIONALLY LEFT BLANK
SYSTEMS
Sec. 6 TOC-2 777
Rev. 11/01/00 #5 Continental Flight Manual
INTENTIONALLY LEFT BLANK